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 #MC PAMPHLET AMCP 706-342
THIS IS A REPRINT WITHOUT CHANGE OP OROP 20-242

RESEARCH AND DEVELOPMENT 4

OF MATERIEL
ENGINEERING DESIGN HANDBOOK

CARRIAGES AND MOUNTS SERIES

RECOIL
4 SYSTEMS
' ii
- DDC

APR 18 1968

C
STATEMENT #2 UNCLASSIFIED
This document is subject to special export
controls and each transmittal to foreign
)
governments or foreign nationals may be made
only with prior approval of: Army Materiel
Command, Attn: AMCRD-TV, Washington, D.C.
20315

HEADQUARTERS, U. S. ARMY MATERIEL COMMAND SEPTEMBER 1963

9. -
 PREFACE
This handbook on Recoil Systems has been pepae m ofaeries on Carriages
and Mounts. It presents information on the fundamental Olu principls of re-
coil systems and the design of recoil systems and their o-po.g
Text and line illustrations were prepared by The Franklin Iwiktfte under contract
with Duke University, with the technical assistance of the Ordnance Weapons
Command.
 TABLE OF CONTENTS
Page
P EFAC ............................................................... i

Lar OF FIoURES ........................................................ v

lssr oP SYMUM ........................................................ vii

L INmmTOUCToN .................................................... I
A. General .................................................. I
B. Function of a Recoil Mechanism ............................ I

1. THE REIm SYsTEM ............................................... 3

A. Definitions ................................................ 3
B. Description of the Basic Components ........................ 3

Hi. DESCRIPTION OF THE RECOIL CYCLE .................................. 5

A. Single Recoil System, Sequence of Operation .................. 5
B. Double Recoil System, Sequence of Operation ................. 5

IV. PRINCIPAL TYPES OF RECOIL MECHANISMS ............................. 5

A. Hydrospring Type ......................................... 5
B. Hydropneumatic Type ...................................... 5
C. Types of Counterrecoil Buffer ............................... 6

V. OPERATING CHARACTERISTICS........................................ 6
A. General .................................................. 6
B. The Recoil Brake ........................................ 6
C. Hydrospring Mechanism ................................... 7
D. Hydropneumatic Mechanism ................................ 9
E. The Puteaux Mechanism .................................... 10
F. The Schneider Mechanism .................................. II
G. The Filloux Mechanism .................................... 13
H. The St. Chamond Mechanism ................................ 13
1. Double Recoil System ...................................... 13

VI. SELECTION OF A RECOIL SYSTEM ...................................... 16

A. G eneral ..................... ........................... 16
B. Requisites of the Recoil System .............................. 16

VII. PRELIMINARY DFSIGN DATA ............................................. 16

A. Velocity of Free Recoil ......................... ........... 16
B. Recoil Force .............................................. 17
C. In-Battery Force ........................................... 17

Li
 TABLE OF CONTENTS (Continud)
Page
D. Velocity of Counterrecoil ................................... 18
E. Buffer Force .............................................. 18

VIII. DESIGN OF RECOIL MECHANISM COMPONEN1T .......................... 19

A. Suggested Materials ........................................ 19
B. Recoil Piston Rod ......................................... 19
C. Recoil Piston .............................................. 20
D. Packings .................................................. 20
E. Belleville Springs .......................................... 21
F. Recoil Cylinder ............................................ 22
G. Recuperator, Hydropneumatic ............................... 23
H. Recuperator, Spring Type ................................... 23
I. Counterrecoil Buffer ....................................... 23
J. Floating Piston ............................................ 24
K. Regulator ................................................. 25
L Recoil Throttling Valve ..................................... 25
M. Regulator Valve ........................................... 27
N. Manufacturing Procedures .................................. 28
0. Maintenance Features ...................................... 28

IX. Smos REcxxL SvsrEM CALCULATIONS ............................... 29

A. Propellant Gas Force vs. Time Curve ..................... .. 29
B. Recoil Force Chart ........................................ 29
C. Recoil Calculations ........................................ 29
D. Analysis of Fluid Behavior During Recoil .................... 31
I. Recoil Force ........................................... 31
2 Orifice Size ............................................. 32
3. Losses in the Hydraulic System ........................... 33
4. Compressibility of Hydraulic Fluid ........................ 34
5. Analysis for Recoil Throttling Valve ....................... 35
E. Counterrecoil Calculations ................................. 38
X. DESIGN OF CONCENTRIC RECOILMECHAKIS& .......................... 42
A. Introduction .............................................. 42
B. Types of Concentric Recoil Mechanism ....................... 42
C. Recoil Calculations, Concentric Types ........................ 42
D. Orifice Design, Concentric Types ............................ 43
E. Spring Design, Concentric Types ............................ 44

XI. DESIGN OF DOUBLE RECOIL SYSTEMS .................................. 46

A. Introduction .............................................. 46
B. Recoil Forces ............................................. 47
C. Procedure for Dynamic Analysis ............................. 47
I. Nomenclature .......................................... 47
2. Detailed Discussion ..................................... 48

XII. RECOIL SYSTEMS FOR SMALL ARMS ................................... 60

A . Introduction .............................................. 60
S" iii
 TABLE OF CONTENTS (Concluded)
Page
B. Design and Operating Characteristics of Ring Springs .......... 60
C. Design and Operating Characteristics of the Sleeve Brake ....... 63
D. Design and Operating Characteristics of the Hydrospring Adapter 66

XIII. SUPPLEENTAL DESIGN FEATmES.................................... 66

A. Muzzle Brakes...................... .............. 66
B. Liquid Reserve Indicator, or Oil Index ....................... 67
C. Replenisher............................................... 67

XIV. SAMPLE CALCULATIONs SiNGLE RECOL

.............................. 68

GO sy ............................................................. 77

REUCS.......................................... 79
INDIEX ................................................................ 80

iv
 LIST OF FIGURES
Figwe Page
I Weapon Showing Recoil Mechanism (Recoil Brake and Recuperator)... 2
2 Diagram of Recoil Mechanism Types (General) ...................... 3
3 Diagram of Hydrospring Types .................................... 4
4 Diagram of Hydropneumatic Types ................................. 4
5 Recoil Mechanism Force Chart .................................... 7
6 Methods of Orifice Area Control (Right Sections Are at Pistons) ....... 8
7 Hydrospring Recoil Mechanism (Schematic) ......................... 9
8 The Puteaux Mechanism (Schematic) ................................ 10
9 The Schneider Recoil Mechanism ................................... 12
10 The Filloux Recoil Mechanism ..................................... 14
II The St. Chamond Recoil Mechanism ............................... 15
12 Recoil Force. System. .................................... 17
13 Rod-Breech Ring Attachments ..................................... 19
14 Typical Packing Assembly ......................................... 20
15 External Buffer ................................................... 24
16 Internal Buffer ................................................... 24
17 Respirator ....................................................... 24
18 Floating Piston ................................................... 25
19 Piston Flange Loading Diagram .................................... 25
20 Regulator, Sh-iwing Oil Flow Paths ................................ 26
21 Recoil Throttling Valve ........................................... 26
22 Regulator Valve (Valve Closed for Counterrecoil) .................... 27
23 Propellant Gas Force-Time Curve During Projectile Travel in Bore .... 30
24 Propellant Gas Force-Decay Curve After Projectile Leaves Muzzle .... 30
25 Forces and Reactions on Recoiling Parts ............................ 32
26 Oil Chambers of a Recoil Mechanism ............................... 34
27 Counterrecoil Force Chart ......................................... 38
28 Functioning Components During Counterrecoil ...................... 39
29 Concentric Recoil Mechanism (Concentric Spring Type) ............... 43
30 Concentric Recoil Mechanism (Multiple Cylinder Type) ............... 43
31 Concentric Recoil Mechanism with Separate Counterrecoil Assembly .... 44
32 Force-Time and Acceleration-Time Curves .......................... 45
33 Velocity-Time Curve of Recoil ..................................... 45
34 Velocity-Distance Curve of Recoil .................................. 46
35 Gun With Double Recoil Mechanism ............................... 47
36 Preliminary Forces of a Double Recoil System ....................... 48
37 Forces on a Double Recoil System .................................. 50
38 Acceleration Diagram of a Double Recoil System ..................... 51
39 Applied Loads and Reactions on Cradle ............................ 54
,41 Ring Spring W ith Single Spring Element ............................ 61
41 Ring Spring Constants and Efficiency ............................... 62
42 Load-Deflection Diagrams of Ring Springs .......................... 63
43 Load-Deflection Diagrams of Similar Ring Springs ................... 63
44 Sleeve Brake Recoil Adapter Disassembled ......................... 64

v
 UST OF FIGURES (Concluded)
Figure Page
45 Force-Friction Relations of a Sleeve Brake Mechanism ................ 65
46 Force-Displacement Diagram of a Sleeve Brake Adapter .............. 65
47 Oil Index ........................................................ 67
48 Replenisher ...................................................... 67
49 Recoil Force Chart for Sample Problem ............................. 69

vi

vi4
A
"LUST OF SYMBOLS"
a Maverage recoil acceleration during At
ab m acceleration during buffing
a - counterrecoil orifice area
a. - recoil orifice area
a - buffer orifice area
a, - acceleration during counterrecoil
A - effective area of recoil piston
A, - contact area of packing on cylinder wall
Ab - effective area of buffer piston
A, - cross section area of control rod
A,. - area of counterrecoil pisto- A;4p'ywnti-t
system)
As - bore area of gun tube
A. - peripheral discharge area of recoil throttling
valve
A, - root area of thread
At - recuperator area; same as area of floating
piston
A, - root area of valve stem
A, - effective pressure area of throttling valve
b - width of packing
c - open periphery of valve head
C, - counterrecoil orifice coefficient
C. - orifice coefficient in general or for recoil
orifice
Dt - inside diameter of recoil cylinder
E, - kinetic energy of counterrecoil
E, - kinetic energy of recoil
f4 - total frictional resistance of packing in recoil
brake and counterrecoil cylinder
- hydraulic resistance of recoil orifice during
counterrecoil
f, - hydraulic resistance at each restriction in
flow path other than controlled orifice
- total frictional resistance of packings
- frictional resistance of a packing assembly
= frictional resistance of packing in recuperator
F = force tending to accelerate recoiling parts
F =- static force of recuperator in battery
- static resistance to counterrecoil
-F
F2 - recuperator force, end of recoil
F. = net accelerating force or inertia force of
recoiling parts
Symbols peculiar to double recoil systems are listed in
paragraph 149 and those for recoil systems for small arms
in paragraph 187.
vii
F. available counterrecoil force before throttling
Fb - total buffer force
F - buffer net decelerating force
F,, - hydraulic resistance of counterrecoil orifice
F& = initial Belleville spring load
F, - coil spring force of recoil throttling valve
F - initial coil spring load
Fc, - net counterrecoil accelerating force
F, - frictional resistance of slides during counter-
recoil
F, - propelbunt gaSforce
F. - hydraulic resistance of recoil brake
F, - force on counterrecoil piston
F, - force on counterrecoil piston
FR - recuperator force; same as force on floating
piston
F, - spring load in general; the combined load of
coil and Bclleville springs
F, - combined initial spring load of coil and
Belleville springs
F,, - spring force when buffers are contacted
Fe - radial force of packing on cylinder
h - velocity head
h, = lift of recoil throttling valve, coil spring
active
h, - lift of recoil throttling valve, both springs
active
k - stress concentration factor
K - total resistance to recoil
K. - resistance offered by elastic medium of
recuperator
Kb = Belleville spring rate, recoil throttling valve
K, - coil spring rate, recoil throttling valve
K, = frictional resistance of cradle slides during
recoil
K, =- spring rate in general; spring rate of corn-
bined coil and Belleville springs
K, = pressure factor
K, = recoil rod force
L = length of recoil
L,, =-length of counterrecoil stroke to contact
buffers
M = mass equivalent of projectile and propellant
gas
Mb = bulk modulus of fluid
M, = mass of recoiling parts
t
n - polytropic exponent Av - change in velocity
n - subscript denoting value at stated interval v, - average velocity during AS
n-I - subscript denoting value preceding the v% - velocity of counterrecoil during buffing
stated interval v/ - maximum velocity of free recoil
P , pressure in recoil brake cylinder Av/ - change in free recoil velocity
P- pressure drop across counterrecoil orifice vyt - velocity of free recoil at time, t,
P", oil pressure before throttling through v/2 - velocity of free recoil at time, 12
counterrecoil orifice V., - muzzle velocity of projectile
P, - oil pressure before throttling through recoil v. - velocity of flow through orifice
orifice during counterrecoil v, - counterrecoil velocity
P0 minimum recuperator pressure, in-battery Ai, - change in counterrecoil velocity
P, gas pressure at end of recoil j - velocity of floating piston
P2 gas prcssure when buffers are contacted V0 - gas volume, in-battery
P. axial pressure in packing V, - gas volume at end of recoil
P# buffer pressure V2 - gas volume when buffers are contacted
P, propellant gas pressure AV - gas displacement
P* pressure rise caused by orifice w - density of fluid
P.- maximum fluid pressure W.. - available energy in recuperator for counter-
AP. - pressure drop across recoil orifice during recoil
counterrecoil W, weight of propellant charge
Pp - proof pressure Wp - weight of projectile
P, recuperator pressure or equivalent pressure W, - weight of recoiling parts
of spring W, - erergy required to overcome static resistance
P -- radial pressure in packing x - distance of recoil at time t
P, -axial pressure in packing produced by Ax - distance recoiled during At
spring x# - distance of buffer travel at any time t
P - gas pressure at any position of recoil x - displacement of control rod
P, w fluid pressure on packing x, - distance of counterrecoil at any time t
Q - rate of flow Ax, - distance counterrecoiled during At
- rate of flow through counterrecoil orifice I = angle of elevation
- rate of flow through recoil orifice during X = in-battery sustaining fa-tor
counterrecoil - coefficient of friction
R - secondary recoil force - leakage factor
Sb - length of buffer stroke p - mass density of fluid
S -- factor of safety - radial stress
t - time - tensile stress; hoop stress
At - change in time - yield strength
Vs - recoil velocity -- maximum shear stress

viii
, a-
 CARRIAGES AND MOUNTS SERIES
RECOIL SYSTEMS*
1. INTRODUCTION
A. GENlER.L
I. This is one of a series of handbooks on Car-
riages and Mounts. This handbook deals with
the design of recoil mechanisms.
3 FUNCTION OF A RECOIL MECHANISM
2. A recoil mechanism moderates the firing loads
on the supporting structure by prolonging the time
of resistance to the propellant gas forces. As the
gas pressure propels the projectile toward the
muzzle, it exerts an equal and opposite force on the
breech, which tends to drive the gun backward.
The main purpose of a recoil mechanism is to
cushion this force and limit the rearward movement,
3. The dynamics of recoil presents a study in the
conservation of momentum. From mech,,,II.S We
have the expression for a force,
F= ) (1)
where: m - mass,
V - velocity.
The forces tending to separate two bodies are equal
and opposite in direction, thus, equating the forces
in the above equation we have
F, -d(m- -) - F2 -m2X-2 ) (la)
"dt dt
and d(mIV,) - dm 2 2, ). (lb)
Integrating we have
m19'1 - m2v2. (Ic)
This principle is 'cctly applicable to the recoil
activity of Ivins where one side of Equ,,tion (Ic)
represents the momentum of the recoil'ng part%and
* Prepred by Mas.in Regina. Latbnratoriei for Research
and I[mlonpmmnI of I he Iranklin Institute.
the other side represents the total momentum of the
projectile and propellant gases moving in the op-
posite direction. The only unknown value, the
velocity of free recoi!, can be determined by ap-
propriate substitutions in Equation (Ic). Once this
velocity is found, the kinetic energy of the recoiling
mass can be calculated (see Equation 3a Par. 78).
At this stage, the method by which the kinetic
energy is dissipated becomes the sole basis of design
of the recoil mechanism.
4. It would be possible to attach the gun tube
rigidly to its carriage, thereby exposing the structure
to the full propellant pressure force which may
exceed two million pounds in large guns. However,
to be strong enough to sustain this tremendous load,
the structure would become overwhelmingly large
and unwieldy. The expanse of thz base to providt
stability, that is, to prevent tipping over, would be
enormous. Pistols and shoulder arms of the closed
breech type are designed to this concept. hut they
rely upon the human body to provide the recoil
resistance.
5. In practical design of larger weapons, the gun
is permitted to recoil, or move back, a prescribed
distance and against some predetermined resistance.
Figure I shows a weapon with a recoil mechanism.
The function of a recoil mechanism is to absorb the
energy of recoil effectively and then return the gun
to the "in-battery" position. The large rearward
thrust acts for a very short time, only so long as the
propellant gas pressure acts. In order to confine the
supporting structure to reasonable size and weight,
and to achieve sttibility with a relatively small firing
base, it is necessary to prolong the duration of
resistance to the impulsivce force of the propellant
gas.
6. The propellant gas pressure force, instead of
being applied directly to the carriage structire,
merely accelerates the gun and other recoiling parts
in their recoil motion. This motion is retarded by
a predetermined and controlled force. The retard-
ing force is the one which must be taken by the
0

0 E -

0 4
w C
0 0 U
0 4
hI 0
U) t
0.
0.
o 8

1
U - 0
5 0

oC 0
U
I,
* z *1
0
0

I
hI

Ia
S

2
 structure. It is much smaller than the original
- propellant gas force, because it acts over a much
greater interval of time and an appreciable dis-
tance; the longer the distance, the smaller the force,
The resistance to motion is provided mostly by the
recoil mechanism and partly by gun slide friction.
A detailed analysis of this activity is discussed in
Parts D.I and D.2 of Chapter IX.
7. The product of recoil distance and retarding
force is recoil energy, which is a primary criterion
* in the design of a rec,)il mechanism. When the
weapon is fired, recoil begins immediately. The
energy of recoil is developed in the short time the
propellant gas forces are acting. This energy is
expended in several ways, namely: (1) a small
amount is stored in deflecting the structure and
ordinarily may be safely ignored; (2) some is
absorbed by gun-slide friction; (3) the greatest por-
tion is dissipated by the recoil mechanism; and
(4) a sufficient amount is stored in the recuperator
to return the gun to the in-battery position.
8. While returning to the in-battery position,
the moving parts acquire a counterrecoil energy.
Some means must be provided to absorb this
energy and ease the unit into the in-battery position.
This is accomplished by the counterrecoil buffer.
!1. THE RECOIL SYSTEM
9. A recoil system is defined as an assembly of
components whereby the forces acting on a gun and
its related mount during a firing cycle can be con-
trolled and limited to certain parameters by one or
more recoil mechanisms.
10. The recoil mechanism is that component %f
a recoil system which absorbs and stores the recoil
energy and then returns the gun to battery position.
II. There are two types of recoil systems: a
single and a double system. A single recoil system
is one wherein the recoil mechanism (or mecha.
nisms) has its recoiling parts moving, as a single
coordinated unit, in one direction (see Chapter III,
Part A).
12. A double recoil system is one in which the
recoil mechanisms control two separate units of
recoiling parts, with both coordinated units moving
in the same general rearward direction, but in paths
not necessarily parallel (see Chapter !11, Part B,
and Chapter XI).
DESCRi"T1ON OP THE aSIc COMPONErS a*
13. A recoil mechanism is comprised of three
basic comr -nents: a recoil brake, it counterrecoil
mechanisr ind a buffer as shown dilrammatically
in Figs. and 4. The recoil brakt consisL of a
hldraul ilinder and piston assetibly. As the
pistoi yes within the cylinder, a force is gener-
ated by restricting the flow of hydraulic fluid i,=-
the pressure chamber of the cylinder. The magni-
tude of this restricting force is a function of the
flow of fluid through one or more orifices, whose
size is regulated to provide the desired recoil velocity
and pressure curves. The recoil energy absorbed
by this restricting force is dissipated as heat.
14. The counterrecoil mechanism is composed of
a recuperator and counterrecoil cylinder assembly.

- RECOIL BRAKING - OIL PLUS SPRING

HYDROSPRING COUNTERRECOIL - SPRING

BUFFING OIL
MECHANISM
r RECOIL BRAKING - OIL PLUS COMPRESSED GAS

HYDROPNEJMATIC 4 COUNTERiRECOIL - COMPRESSED GAS

B- N I RESPIRATOR (AIR)
.__BUFFING OIL

Figure 2. Diagram of Recoil Mechanism Types (General)

F
 SPRINGS ARE CONCENTRIC WITH
CONCENTC TYPE- BRAKE ROD IN ONE CYLINDER

ALL COMPONENTS ARE CONCENTRIC

HYDROSPRING WITH GUN TUBE IN ONE CYLINDER
RECOIL
MECHANISM BRAKE AND SPRING ARE IN
SEPARATE CYLINDERS
SEPARATE TYPE
SPRING IS SEPARATE FROM BRAKE
AND IS CONCENTRIC WITH GUN

PrW. 3. Diagram of Hfydroqpri Typeo

INDEPENDENT TYPE TOTAL COUNTER-
RECOIL STROKE
BRAKE SEPARATE FROM DIRECT
RECUPERATOR CONTACT
HYDROPNEUMATIC R B
RECOIL RECOIL BRAKE - RECUPERATOR - BUFFER - RESPIRATOR
MECHANISM I
DIRECT OIL FLOW BETWEEN FLOATING
CYLINDER AND RECUPERATOR PISTON
I SPEAR
DEPENDENT TYPE LAST PART OF
COUNTERRECOIL STROKE DASHPOT

Flowe 4. Dhagram of Hydroprmmatic Type

The latter may be a separate unit or it may be the
recoil brake components operating in reverse. The
terms counterrecoil mechanism and recuperator are
sometimes used as synonyms. However, to avoid
confusion, the recuperator is defined here as the
equipment which stores some of the recoil energy
for counterrecoil, whereas the counterrecoil mecha-
nism is defined as the unit which returns the recoil-
ing parts to battery. It derives its energy from the
recuperator. The recuperator can be of either the
hydrospring type or the hydropneumatic type. The
hydrospring type stores the energy required to
return the gun to the battery position in a mechan-
ical spring, or springs. The hydropneumatic type
stores this energy in compressed gas. There is
always some recuperator force present to hold the
recoiling parts in battery at all angles of elevation,
During recoil, the spring or gas is compressed
further, storing the additional energy needed for
counterrecoil. While in transit, gun locks, either
with or without the aid of the in-battery force, hold
the recoiling parts in position.
15. The buffer functions similarly to the recoil
brake; it absorbs the energy of counterrecoil. There
is sufficient recuperator energy to drive the recoiling
parts into battery at an appreciable velocity. If this
were not controlled, an impact would occur, which
might cause the weapon to nose over, create struc-
tural damage, or both. The buffer is usually a
dashpot type of device.
16. The components are described above as
separate units, which sometimes is the case. Fre-
quently, though, they are integrated into a single
mechanism. However, whether separate or inte-

4
 gral, all components are interdependent and func-
/ tion as one unit.
111. DESCRIPTION OF THE RECOIL CYCLE
A. SINGLE RECOIL SYSTEM, SEQUENCE OF OPERATION
17. As soon as the gun is fired and the projectile
starts forward, propellant gas pressure accelerates
the recoiling parts backward. This motion is re-
sisted by the inertia of the recoiling parts, friction,
and the recoil mechanism. The force exerted by
the recoil mechanism comes from both the recoil
brake and recuperator. Acceleration of the recoil-
ing parts takes place during the time of travel of
the projectile in the bore plus the time of pressure
decay after the projectile leaves the muzzle.
18. The retarding force occurs over the entire
recoil stroke. At the very instant of firing, only
recuperator and friction forces are available. After
motion begins, these forces are augmented by the
hydraulic throttling force. The recoiling parts
reach maximum velocity when the retarding force
is equal to the propellant gas force, and then deceler-
ate until motion ceases. Meanwhile, due to the
further compression of its spring or gas, the re-
cuperator force increases gradually, storing the
energy needed for counterrecoil.
19. At the completion of the recoil stroke, the
recuperator begins to return the recoiling parts into
battery. Its force can never be less than that re-
quired to hold the gun in battery. Therefore, that
part of the area of the force-distance curve which
represents stored counterrecoil energy is somewhat
predetermined.
20. A quick return to battery is an advantage in
rapid-fire guns but is undesirable in single-fire guns.
Here, high forces cause ptoblems in strength aad
stability. As counterrecoil velocities are sometimes
limited to 2 or 3 feet per second, even more restric-
tion of hydraulic flow than in recoil may be neces-
sary.
21. Before the counterrecoil stroke is completed,
the moving parts contact the buffer, which is dc-
signcd to absorb the remaining counterrecoil
energy. The moving parts should stop just as they
reach the in-battery position. The recuperator
force is still acting, but at its minimum value. The
weapon is now in battery and ready to be loaded
and fired again.
S. DOUBLE RECOIL SYSTEM, SEQUENCE OF OPERATION
22. In a double recoil system, two masses are
joined to each other and to the fixed structure by
recoil mechanisms. The primary recoiling parts
consist of gun tube, breech housing and operating
mechanism, breechblock assembly, and those parts
of the recoil mechanisms not fixed to the cradle.
In some instances, the recoil piston rod, the counter-
recoil piston rod, and the buffer are attached to and
move with the recoiling parts; in others, these items
are fixed to the cradle while their associated cylin-
ders constitute a portion of the recoiling parts.
The secondary recoiling parts are composed of the
cradle, top carriage, that portion of the primary
recoil mechanism that is affixed to the cradle, and
those parts of the secondary recoil mechanism
which move with the top carriage. The secondary
system action is somewhat modified by the fact that
the secondary system does not begin to move until
the primary is definitely under way. Its recuperator
resistance and inertia are sufficient to delay the
start of motion. The primary system is well on
the way in counterrecoil before the secondary has
fully recoiled. Ordinarily, the primary is in battery
while the secondary is still in counterrecoil.
IV. PRINCIPAL TYPES OF RECOIL
MECHANISMS
A. P.YDROPRUNG TYPE
23. The hydrospring mechanism utilizes a me-
chanical spring for the recuperator and a hydraulic
system for recoil and buffing. Sometimes, the
spring is mounted concentric to the gun tube; in
other arrangements, it is concentric to the recoil
mechanism; or the spring may he a separate unit.
The manner of mounting depenJi upon the size of
spring needed, the available space and its location,
and on the effects of eccentric forces.
. MYDRONEMATC TYP
24. The hydropneumatic mechanism uses com-
pressed gas for its recuperator, usually dry nitrogen
because of its relative inertness. It may be either
"independent" or "dependent," or variations of
these two.
25. In the independent type, the recuperator is
an entirely separate unit from the recoil brake
(refer to Figures 9 and 10). The piston rods of
both brake and recuperator are joined directly to
the recoiling parts. As the gun recoils, hydraulic
fluid or oil is forced into the compressed gas
chamber. As the fluid compresses the gas still
further, the pressure increases. During counter-
recoil, this action is reversed. The gas and fluid
may be separated by a floating piston, or they may
be in direct contact. If in direct contact, sufficient
oil must be provided so that gas cannot escape
through the port to the counterrecoil cylinder,
26. In the dependent case, only the recoil piston
rod is joined to the recoiling parts (refer to Figures
8 and 11). Fluid is forced from the recoil brake
cylinder into the recuperator, where it is throttled.
The recuperator normally is connected directly to
the recoil brake cylinder, but a floating piston
separates gas and fluid.
C. TYPES OF COUNTERRECOIL BUFFER
27. Buffers operate by means of a controlled
restriction of hydraulic flow and are of two general
types. One acts over a short distance during the
end of the counterrecoil stroke. The other, where
lower forces and finer control over velocity are
needed, acts during the entire length of stroke.
V. OPERATING CHARACTERISTICS
A. GENERAL
28. All recoil mechanisms work on some com-
bination of the same basic principles; that of
providing a controlled resistance over a set distance
to check the motion of the recoiling parts, then
returning them to the firing position and providing
a sufficient restraint to hold them in that position
at maximum elevation. This resistance to recoil
should be nearly constant, since, for a prescribed
recoil distance, this will produce the smallest
possible force on the structure (see Figure 5). The
area under the force-distance curve representh en-
ergy and, clearly, a rectangular curve will yield the
lowest peak force. However, a rectangular curve
is not applicable at the beginning because the recoil
resistance should not exceed the propellant gas
force if prompt recoil motion is desired.
29. The total resistance is a combination of a
hydraulic force, a spring force, which may be
mechanical or from compressed gas, and friction.
Nhichever combination is used, it works as a unit,
the parts affecting each other as they act simul-
taneously. Therefore, the entire system must be
analyzed as a unit.
30. Since the recuperator force-distance curve is
somewhat determined by its battery position force,
it is necessary to adjust the hydraulic brake curve
so that the total curve will be as desired (see Figure
5). After the friction and recuperator curves are
known, their ordinates may be subtracted from
those of the total resistance curve. The differences
of the ordinates form the design brake curve.
31. The recoil brake force, at any point along
the stroke, depends upon the recoil velocity and
orifice area at that point. It is therefore necessary
to vary the orifice area from point to point to suit the
changing velocity and force. This may be done in
any of several ways, or in combinations thereof.
Figure 6 illustrates some of these methods.
32. A throttling bar (Fig. 6a), whose cross sec-
tion varies along its length, is fastened along the
cylinder in such manner that it cannot move longi-
tudinally. This bar passes through a fixed-area
orifice in the piston. As the piston moves, the net
orifice area changes with corresponding change in
restriction to fluid flow. The same effect may be
had with a solid piston and a varying groove cut
into the cylinder wall (Fig. 6b). Either method
offers excellent control over the pressure curve.
Two bars or grooves diametrically opposed are
recommended for a balanced pressure load on the
piston.
33. Another method varies orifices through the
piston (Fig. 6c). A rotatable disk with matching
holes is assembled to the piston. A projection of the
disk is guided by a spiral groove in the cylinder
wall. As the disk rotates, the orifices change in
size. Again, excellent control is possible.
34. Controlled throttling may bK attained by use
of a perforated sleeve inside the cylinder (Fig. 6d).
Holes are properly spaced so that those back of the
piston provide the restriction during the first part
6
 TIZ__
KKR

UL
W
U Fo

t I

RECOIL DISTANCE

K := TOTAL RESISTANCE TO RECOIL

Kn-I = TOTAL RESISTANCE AT BEGINNING OF Ax
Kn a Sgu
TOTAL RESISTANCE AT END OF &xl
KR =NET FORCE ON RECOIL ROE)
Ka RESISTANCE OFFERED BY ELASTIC MEDIUM OF RECUPERATOR
Kf FRICTIONAL RESISTANCE OF SLIDING SURFACES
Adx INCREMENT OF RECOIL DISTANCE
Fo RESISTANCE OFFERED BY THROTTLING HYDRAULIC FLUID
fo RESISTANCE OFFERED 13Y FLUID CONNECTING PORTS
fp =FRICTIONAL RESISTANCE OF PACKINGS

Figure 5. Recoil Mechanism Force Chart

iii
of"the stroke and those in front during the last part. C. HYDROSPRING MECIAIMM
35. The flow may be regulated by a spring- 3.Ashmtcdaig i yrsrn
loadd vlvecse
inwhih he resureis onsant system is given in Filpre t, showing each element
or nearly so (Fig. 6e). separately. In practice, it is preferable to combine
two) or all three elements into one housing to secure
Scompactness. Sometinx-t the spring is wrapped
iaround the gntube, permitting the use of a larger
S~spring, resulting in a more compact gun assembly.

!7
 ORDP 20-342

_______________________________________ ORIFICE -

(a) THROTTLING BAR FIXED TO CYLINDER -ORIFICE IN PISTON

ORIFICE

(b) GROOVE OF VARYING DEPTH IN CYLINDER WALL- PISTON SOLID

ORIFICE

(c) SPIRAL GUIDE GROOVE IN CYLINDER WALL- ROTATING DISK ON PISTON

______________________________ORIFICE

LH0
0
00
o Go
0 00

l
0
0

oo
(d) PERFORATED SLEEVE INSIDE CYLINDER

_______________DVJALVE
(
(e) CYLINDER WITH THROTTLING CONTROL VALVE

Figure 6. Methods of Orifice Area Control (Right Sections Are at Pistons)

n nn
I II III I I I I I I I i i i S
 GUN LUG--"
GUN i

r GIE 9_--RAILS

RECUPERATOR RECUPERATOR -RECuPERATOR

COUNTERRECO IL PI STONSPIGITO RD

RECOIL CYLINDER F--RECOIL PISTON ROD .- THROTTLING BAR

RECOIL PISTON-

71 OIL
I I.

CAVITY__- DASHPOT/

Figure 7. Hydrospring Recoil Mechoanism (Schemofie)

31. The advantages of a hydrospring system are: ditions.

a. Simplicity of design. d. The capacity to absorb small modifica-
b. Ease of manufacture. tions of the weapon without requiring
c. Low initial cost. recoil system redesign.
d. Rapidity of repair in field. e. Relatively long recoil is possible.
e. Fewer seal or packing problems. f. Flexibility of design approach.
The disadvantages are: g. Adequate warning of imminent failure.
a. Unpredictable spring life. h. Low field maintenance.
b. High replacement rate. Disadvantages are:
c. Bulkiness. a. Specialization required in manufacture,
leading to high cost and some difficulty
D. HYDROPNEUMATIC MECHANISM in procurement; although it lends itself
to mass production, fitted or select
38. The points in favor of the hydropneumatic assembly is usually necessary.
system are: b. Maintenance in storage requires great
a. Reliability. care to avoid deterioration and damage
b. Durability because of little mechanical by internal corrosion, particularly with
articulation. leather packing.
c. Smooth action, because gas pressure c. Variation of gas pressure with ambient
can be finely adjusted to varied con- temperature affects recoil velocity and

9
 distance. This may require some form
of compensation.
d. Greater number of internal cylinder
walls requiring accuracy of form and
high surface finish. Dents or scratches
in the inside walls cause rapid failure of
the packing passing over them.
e. Difficulty of maintaining high rate of
fire because of effect of heat on packings
and antifriction metal.
39. There is a great variety of possible designs
of hydropneumatic recoil systems for the same gen-
eral performance, as in the case of the hydrospring.
In the following sections, from E to H, several exist-
ing designs are described. These are presented as
some examples of past experience, but are not in-
tended to put any limit on new ideas or resource-
fulness.
L. THE PUTEAUX. MECHANISM
40. The Puteaux mechanism in Figure 8 illus-
trates a hydropneumatic, dependent type of recoil
mechanism. It consists of a hydraulic brake,
directly connected by a port to the recuperator,
which also houses the controls. The recoil brake
is not self-sufficient, being a simple hydraulic unit
which merely provides a force to retard recoil.
The magnitude of the force is regulated by throttling
in the recuperator. The recoil brake comprises a
cylinder, piston, and piston rod. The recuperator
contains a regulator, a throttling or control rod, a
floating piston, and other associated parts.
41. The regulator has three cylindrical sections,
the ends, or heads, being much larger in diameter
than the middle section. It is fixed in position, being
held in place by the closure at the breech end which
is threaded to the recuperator. The front head is
hollow and fits the cylinder bore. Its rear wall con-
tains one-way valves which permit fluid passage
only during recoil. The front wall is a flat plate
having a central orifice. The regulator is bored
axially through the rear head and middle section
into the chamber of :he front head to form a cylin-
drical housing for the control rod and a return
passage for the fluid during counterrecoil. The
bore may be grooved longitudinally for flow
control.
42. The control rod is tapered and passes through
the orifice. At its forward end, it is attached to, and
centered by, a diaphragm. The breech end of the
control rod is centered in its housing by a piston

DIRECTION OF RECOIL
BRAKE CYLINDER GUN
RESPIRATOR DIAPHRAGM SPRING

I-RECOIL PISTON DIAPRAGMDIA

M STUFFING BOX

777. RNTO
W COUNTER-
TING RECOIL

CONTROL ROD
L- RECUPERATOR ORIFICE INDEX-----RNGULAROR
TAPERED CONTROL ROD ONE WAY VALVE REGULATOR

10 OIL DIRECTION DURING RECOIL

---- 4 OIL DIRECTION DURING COUNTERRECOIL
Figure 8. The Puteaux Mechanism (Schematic)

10
I0 I
 rwhich provides restriction to fluid flow during
counterrecoil when that feature is desired. The
control rod is drilled through its entire length to
t accommodate the fluid gage (index) actuating rod.
43. The floating piston separates the gas from
the liquid and also indicates the volume of fluid
in the system. It lies directly in front of the dia-
phragm, separated from it by a compression spring,
The spring insures proper positioning of the con-
trol rod just before recoil starts, as it forces the
diaphragm against the orifice plate. The volume
of fluid between the piston and diaphragm is the
fluid reserve. A slender rod, attached to the piston,
extends through the hollow throttling rod to actuate
the fluid gage. Thus, the position of the piston
indicates the amount of liquid in reserve.
44. The above description does not include any
reference to a counterrecoil buffer because the
buffer arrangement has no bearing on the identi-
fication of the Puteaux mechanism. For light ar-
tillery, where the energy to be absorbed is small,
a buffer may be built into the front end of the recoil
cylinder. For heavy artillery, separate buffers may
be necessary to insure adequate performance.
45. During the recoil stroke, the retarding force
is created by pressure built up on the rod end of
the recoil piston. The piston forces fluid to flow
into the regulator, where it opens the one-way
valves and contiaues on its way through the orifice.
The fluid forces the diaphragm and floating piston
forward against the recuperator gas pressure. As
the diaphragm moves forward, it draws the throt-
tling rod through the orifice and, because of the
proper taper of the rod, adjusts the net orifice to
the desired area at each increment of stroke. The
energy of recoil is principally absorbed by throttling
through the orifice. Some is stored in compressing
the gas and a small amount is consumed in over-
coming the combined friction of all moving parts.
46. At the very start of recoil, the diaphragm is
pressed against the orifice plate and no flow can
occur. This n.eans that, for a brief instant, the
resistance is provided only by the recuperator gas
pressure and almost no control exists over the
hydraulic pressure curve. As soon as an appreciable
recoil velocity is attained, the orifice is regulated
to produce the desired resistance.
47. As recoil ends and counterrecoil begins. the
flow of fluid reverses. The gas pressure pushes the
floating piston toward its original position. thus
forcing the fluid back through the orifice. Ho%%-
II
ever, in this directon, the ffuid takes a different
path. The one-way valves in the regulator head
are closed and the fluid is diverted to the center bore
of the regulator where it flows along the control
rod. To preclude excessivecountcrrecoil velocities,
the flow is usually restricted atthe breech end of
the control rod, either by slots in the control rod
piston or grooves in the wall of the regulator bore.
This restriction to flow is sometimes construed as
buffing over the entire counterrecoil stroke, but
would better be considered as a way to restrict
the maximum counterrecoil velocity.
48. The Puteaux recoil mechanism has these
particular advantages:
a. Compactness.
b. Light weight.
c. Provision for a fluid index.
d. One rod connection to the breech lug
or to the front end of the cradle.
49. It also has these characteristic disadvantages:
a. Inadequate fluid reserve may allow the
gun to fall out of battery at high eleva-
tion.
b. Control rod is not positively tied to the
gun, therefore its correct position is not
inherently assured.
c. Repairs require special facilities and ex-
pert mechanics.
F. THE SCHNEIDER MECHAMSM
50. The Schneider mechanism (Fig. 9) illustrates
a hydropneumatic, independent type recoil mechan-
ism. It comprises a recoil cylinder, a counterrecoil
cylinder, a recuperator, and a built-in buffer.
There is no communicating passage between recoil
cylinder and either counterrecoil cylinder or recu-
perator. All controls are contained in the recoil cyl-
inder; the counterrecoil cylinder and recupcrator
simply store energy. The recoil and counterrccoil
piston rods are separately attached to the cradle
and are stationary. All threecylinders are mounted
on, and move with, the recoiling parts.
51. The recoil brake consist.% of three concentric
components: the outside cylinder, the recoil piston
and hollos% piston rod, and the centra! contro! ro6.
52. The control rod is rigidlN attaiched to the
cylinder and. therefore, alo mose, %itth the rcc(1-
ing parts. It extend, :hrougt" the or:fice and int,
the hollo% pitor rod. Its contour i,. kucl- that it
properly regulate- lh! uritize a, it pa;ses through it
 COMPRESSED GAS
---- PISTON ROD
BUFFER-_.
"- "PISTONON-AREOLCIDR
CRADLE VALVE
DIRECTION OF RECOIL
Figure 9. The Scueider Recoil Mchahioso
and also permits clearance inside the hollow rod
for free flow of the fluid.
53. The buffer consists of a piston at the breech
end of the control rod. It slides a short distance on
a spindle and thereby acts as a one-way valve,
During recoil, pressure forces it away from the end
of the control rod and uncovers the ports, allow-
ing free flow to the void created by the withdrawal
of the control rod. During counterrecoil the valve
is forced shut and the flow must be bypassed
around the buffer piston. The bore of the hollow
piston rod is slightly conical for the last part of the
counterrecoil stroke, which further restricts the
flow and provides the necessary buffing force,
54. Fluid movement is not impeded except by
gas pressure between the counterrecoil cylinder and
the recuperator, as no control is attempted in these
units. The recuperator is of the direct contact
type with no floating piston between gas and liquid.
55. While in battery position, all compartments
of the recoil brake cylinder are filled with fluid.
During recoil, the control rod is withdrawn from
the piston rod while the piston rod moves out of
the cylinder, each motion enlarging the volume of
its respective compartment. The fluid which is dis-
12
RECU PERATOR
_ COUNTERRECOIL
CYLINDER
LCOUNTERRECOIL PISTON
RECOIL COIL
RECOIL PISO -ORFC -
CONTROL ROD
placed on the pressure side of the piston is much
greater in volume than the void created by the with-
drawal of the control rod. Consequently, enough
fluid is available to control the pressure as it is
forced through the orifice.
56. The space from iwhich the control rod has
been displaced is readily filled with fluid through
the one-way valve, which is open during recoil.
However, when recoil ceases and counterrecoil
begins, the valve closes and the fluid is forced be-
tween the buffer piston and the wall of the hollow
piston rod. Buffing occurs, then, over the entire
counterrecoil stroke, and the moving parts are
finally brought to rest by the narrowing of the
restriction described in Paragraph 53.
57. The Schneider recoil mechanism has these
merits:
a. It provides adequate counterrecoil buff-
ing.
b. No floating piston is used.
c. The control rod is secured to the gun,
insuring correct position.
d. Maintenance in the field is rel,'tively.,
simple because assembly and disassem-
bly are readily accomplished.
 58. It has the following drawbacks:
a. The recoil and counterrecoil cylinders
require separate filling.
b. No fluid index is included.
G64. G.J:HA~SMa.
HE LLUX
59, The Filloux recoil mechanism (Fig. 10) is an
example of the hydropneumatic, independent type,
incorporating variable recoil, It comprises a recoil
brake and an entirely separate counterrecool cy!indcr
with attached recuperator.
60, The recoil brake cylinder contains the recoil
piston, a hollow piston rod, a control rod, and a
buffer. It is similar in some respects to the Schnei-
der mechanism, The piston has two ports, 1800
apart, leading from the pressure side to the inside
of the hollow piston rod and to the tapered throt-
tling grooves in the control rod. In this case, the
control red does not taper but instead there are
two pairs of longitudinal throttling grooves. One
pair is short and regulates the fluid flow for high
angles of elevation. At high elevation, stability
of the weapon is not a serious problem, but ground
clearance for the recoiling parts very often is.
Therefore, a short recoil stroke with relatively high
force may be advantageous. At low angles of
elevation, the situation is reversed and a long stroke
with smaller force is desirable. This latter is ac-
complished by bringing into play, additionally, the
other pair of throttling grooves which are long.
The control rod can be rotated so that only the short
grooves, or both long and short, or a continuous
graduation in between, are exposed to the discharge
from the ports in the piston, This rotation is
accomplished directly and positively from the ele-
vating motion by a cam and gear arrangement.
61. No attempt at throttling during counterrecoil
is made in the recoil cylinder, except for buffing
during the final part of the stroke. Instead, a
regulator vaive, located in the recuperator, re-
stricts fluid flow in counterrecoil. The recuperator
is of the floating piston type, where gas and liquid
are separated.
62. The operation of this reccil mechanism is
characteristic of hylropneumatic systems and need
not be repeated here. Finally, cuunterrecoil buff-
ing is accomplished by a spear buffer located in the
recoil cylinder.
63, The peculiar advantages of the Filloux mech-
anism are:
13
a. Variable recoil, to suit all angles of
elevation, is provided.
b. Adequate counterrecoil buffing is pro-
vided.
c. A fluid index is proviaed.
The special disadvantages
Inadequate are:may permit the
fluid reserw,.
gun tc fall out of battery at high ele-
vation.
b. Repairs require special facilities and
expert mechanics.
c. The recoil and counterrecoil cylinders
require separate filling.
H. THE ST. CHAMO.D MECHANISM
65. The St. Chamond mechanism. Figure II, is a
hydropneumatic dependent recoil mechanism, rea-
turing variable recoil. It comprises a recoil cylin-
der, a recuperator with floating piston, and an
independent buffer assembly. The recoil cylinder
and recuperator are interconnected.
66. During recoil, the flow of fluid from the
recoil cylinder to the recuperator is regulated by a
spring loaded throttling valve located between
them. Variable recoil is obtained by alteiing the
limit of valve opening. The pressure which pro-
duces the retarding force is determiaed by the
amount of valve opening and the recoil velocity.
67. During counterrecoil the one-way counter-
recoil valve opens and fluid flows back to the recoil
cylinder by this path. In the last part of the stroke
the parts are brought to rest by an externa! dashpot
buffer.
68. The desirable features of the St. Chamond
mechanism are:
a. Variable recoil is provided at all eleva.
tions.
b. It i: compact.
c. It i* lhht in weight.
69. The undesirable features are:
a. An inadequate fluid supply may permit
the gun to fall out of battery at high
elevation.
b. No fluid index is provided.
c. Repairs require special facilities and ex-
pert mechanics.
1. DOUBLE RECOIL SYSTE.M
70. All mechanisms heretofore discussed are
ata

IxI

at
cc ug

w0

zz
00

-3AOO -

- I.z 0

z Iz

00

14~
II
ILI

-i >

0X UJ

ILI.
9
ji0 0
7j w
single recoil systems. Sometimes, particularly with
heavy weapons, it is advantageous to introduce a
secondary recoil system between top and bottom
carriages. Double recoil systems are discussed in
detail beginning with Paragraph 147.
VI. SELECTION OF A RECOIL SYSTEM
A. GENERAL
71. Selection of the type of recoil system is
governed by the characteristics of the weapon, such
as size, purpose, rate of fire, and range of elevation
angles. Hydrospring systems are usually limited to
light artillery and short recoil distances. Hydro-
pneumatic systems can be adapted to either Lght or
heavyartillery. Heavy mobile weapons may require
double recoil systems.
72. The options as to whether the mechanism
shall be independent or dependent, variable or
constant recoil stroke, floating piston or direct
contact, internal or external buffer, all are strongly
influenced by basic factors such as recoil force and
distance, space available, stability, and ground
clearance. The foregoing discussion of several
designs, and their merits and shortcomings, is in-
tended as a guide for future determinations,
8. REQUISITES OF THE RECOIL SYSTEM
73. A long recoil stroke is usually desirable to
minimize recoil forces. However, the length of
stroke may be limited by ground clearance, espe-
cially at high angles of elevation. At low elevations,
where stability is critical, clearance is available for a
longer stroke. This suggests the use of variable.
recoil or double recoil.
74. The recoil distance is also influenced by a
high rate of fire. The recoil cycle must be com-
pleted quickly to be ready for the next round. It
may be necessary to shorten the stroke and design
the structure to withstand the higher forces which
result. A rapid counterrecoil stroke requires a large
energy storage in the recuperator. Even more
critical is the large buffer force required.
75. The most important single factor having the
greatest influence on the selection of the recoil
system is the space available. This may dictate
the use of a hydrospring mechanism instead of
hydropneumatic, or the choice between dependent
II| II I I I I Iil IiI
nn
and independent systems, or upon the type of
buffer selected.
76. Another requisite of extreme importance is
ease of maintenance. Ability to be repaired in the
field is a prime asset. Ruggedness and durability
should be intrinsic in the design, so that ordinary
wear and tear may be withstood for long periods of
time without overhaul. When maintenance work
does become necessary, it will be greatly eased by
simplicity in the mechanism. A minimum number
of parts facilitates disassembly and replacement.
Special techniques should be eliminated so that
mechanics, with only ordinary skills, can make
repairs merely by following instructions. Damaged
parts of one unit should be replaceable by service-
able ones from disabled weapons. The advantages
of using standard and commercially available parts
cannot be overemphasized. They cost less, are
readily procurable, and can be made in less time
than special parts.
VII. PRELIMINARY DESIGN DATA
A. VELOCITY OF FReEE RECOIL
77. The original design data required for the
recoil mechanism are the length of recoil and the
recoil force. These items are interdependent and
their values are based on the momentum of the
recoiling parts and the combined momentum of
projectile and propellant charge. Preliminary
figures for recoil force and length of stroke are
based on the velocity of free recoil, which is de-
termined from the momentum:*
c + 4700W.
*v, (2)
W,
where: v!
f tx v yf,of free recoil,
maximum velocity
v muzzle velocity of projectile, ftlsec,
=weight of propellant charge, lb,
W, =weight of projectile, lb,
W == weight of recoiling parts, lb.
Free recoil defines the condition where no resis-
tance is offered to the recoiling parts. The value
of 4700 feet per second is the assumed velocity at
which the propellant gases leave the muzzle. It is
Page 242 of reference I. References are found at the
end of this handbook.
16
. an empirical value based on firing tests. This ponent W, si, M, d2x changes directions. The
formula is approximate but is sufficiently accurate on
for its intended application. If desired, more exact value of K in Equation (3) is eventually de-
accurate methods are available in texts on termined by trial through a step-by-step integration
ballistics. (see Chapter IX, Part C) but, first, a reasonably
close value must be found to put it in the working
range. The energy of free recoil and the length of
. RtECDL FOE recoil are used for this purpose.
2
78. The general equation for the forces acting on E, - *M, Vf , (3a)
the recoiling parts is:
where: F, - kinetic energy of free recoil,
F# + W, sin* - K - (3) v - mass of the recoiling parts,
M,
- maximum veloity of free recoil
where: F, - propellant gas force, (Eq. 2).
K - total resistance to recoil, This energy, divided by the length of recoil, gives
M, - mass of recoiling parts, the average resistance necessary to stop the moving
W, weight of recoiling parts, mass. To this resistance must be added the static
I - time of recoil, force component of the weight of recoiling parts
x - length of recoil at time t, (W, sin#). The first approximation of the total
0 - angle of elevation. resistance to recoil is:
Figure 12 illustrates this force system. The expres-
d2x K i, + W, sin#, (3b)
sion M, &, according to D'Alembert's principle, L
represents the inertia force. The propellant gas where: L - length of recoil,
force soon becomes zero and, since K always op- 0 - angle of elevation.
poses recoil and is greater than the weight cor- Although the recoil rod force, KR, is reduced some-
what from K by the frictional forces of the cradle,
K, as defined in Equation (3), will be used without
modification as a preliminary design load for the
recoil mechanism. The error involved will be
small and conservative. For final design, these
frictional forces may be considered.

C. IN-BArTERY rORCE
79. The minimum force required of the recupera-
tor is that which is sufficient to hold the recoiling
parts in battery plus the force necessary to over-
Or I come all frictional resistance. In equation form:
F =-X(W, sine +- sW, cos + fp), (4)

+ where: F -- static force of the recuperator in

battery,
f, - total frictional resistance of packing,
e - PROPELLANT GAS FORCE
W, - weight of recoiling parts,
X TA R s N ccIL 0 = angle of elevation,
, - MASS00' RECOILING PARTS A = in-battery sustaining factor,
W, WIGLHT
A E
Of - coefficient of friction.
0 - ANGLE Of" ELEVATION Present design practice assigns the following values:
igo 12. R"I Force System = 0.30 F1,

S17
 - 1,30,*
- 0.30.*
The value 0.30 F, is used as a preliminary estimate.
After the sizes of the recoil cylinder and the re-
cuperator have been established, a more correct
figure for the packing friction can be obtained by
the method outlined in Paragraph 90. The in-
battery sustaining factor, X, can vary. Other fac-
tors have been used such as X - 1.15 for the
175mm gun.t
D. VELOCITY OF COUNTERRECOIL
80. The velocity of counterrecoil is usually criti-
cal because of its influence on the stability uf the
weapon. High velocities may mean large buffing
forces sufficient to nose over the gun. Hence, low
counterrecoil velocities must be maintained, except
for rapid fire weapons. For large guns the total
time of the firing cycle is relatively long, Velocities
as low as two feet per second are common.
81. The energy available to return the gun to
battery is stored in the recuperator. In a hydro-
pneumatic recuperator with polytropic expansion
of the gas, the available energy is:
- _p2Venergy
W.,
where: P, = gas pressure at end of recoil,
ewhen buffers are con-
tacted,
VI - gas volume at end of recoil,
V2 - gas volume when buffers are con-
tacted,
n - polytropic exponent defined in the
relationship PVJ - constant.t
If the recuperator is a mechanical spring, the avail-
able energy is:
W., = JF 2 + FIA)L., (6)
where: F2 - recuperator force at end of recoil,
Ff- -spring force when buffers are
contacted,
, - length of counterrecoil stroke to
point where buffers are contacted.
Part lOofReference2.
t Pape 32 of Reference 3.
t Past practice has used the value of a - 1.3. Page 385
of
Reren 4.
18
Procedure for designing mechanical spring and
compressed gas recuperators to obtain the desired
characteristics are discussed in Chapter VIII.
82. Some of the recuperator energy must be used
to overcome the static resistance of the system.
The work expended by this resistance is:
W. - F*L., (7)
where Fj is the static resistance to counterrecoil,
expressed as:
F= W, sine+ pW, cose +f, (7a)
If no resistance is offered to fluid flow, the kinetic
energy of the counterrecoiling mass when it first
contacts the buffers is:
E,, - We, - W. (8)
andcth axu
velocity is:
(9),
where: M, - mass of recoiling parts.
Although this method is not final, it indicates
what must be done to meet the specified counter-
recoil velocity. If it is too low, more of the recoil
must be stored. If it is too high, the fluid
flow must be restricted. Usually the required
orifice area for return is smaller than that for recoil.
The procedure for obtaining the correct velocity
follows a step-by-step integration involving a trial
and error approach. This procedure is discussed
in detail in Chapter IX, Part E.
L. DUFFER FORCE
83. The buffer force is baied on the kinetic
energy of the counterrecoiling parts, the static
resistance, and the recuperator pressure. That
part of the force which stems from recuperator
pressure does not affect weapon stability. If an
approximately constant retarding force is desired,
the energy component of the resistance is:
V Ell,
where: S - length of buffer stroke.
The required buffer force is:
Fa = F - F+ + F,, (10)
where: Fl - the static resistance, (Eq. 7a)
F, - force on counterrecoil piston
4
-1
 "4its pressure is:
P&= Fb
P (11)
where: A4 - effective area of buffer piston.
84. The recoil, counterrecoil, and buffer forces
having been approximated as set forth in Para-
graphs 77 to 83, it is now possible to turn to the
design of recoil mechanism components.
VIII. DESIGN OF RECOIL MECHANISM
COMPONENTS
A. SUGGESTED MATERIALS
85. Except for bearings, bushings, and packings,
all components of the recoil mechanism are made
of steel. Bearings are of antifriction metal, com-
prised chiefly of tin, antimony, and copper, similar
to Specification QQ-T-390, Grade 2. Bushings
are of bronze. Packing materials are discussed
later in Part D. High strength steels should be
avoided unless there is a positive advantage in
their use. Moderate yield strengths of about
70,000 psi are recommended. The factor of
safety, based on the yield strength, should not be
less than 1.5. Usage will often influence the choice
ratios
of material. Where high strength-to-weight
are needed, high tensile steel is indicated. But,
IhONROPISTO
(to)CO.vTIONAL Arritc~wmr
Figure 13. Rod-Breech Ring Attochments
19
where rigidity is essential, a lower strength steel
is more economical and will serve as well.
3. RECOIL PISTON ROD
86. The recoil piston rod is a tension member.
One end is attached to the recoil piston, the other,
usually, to the breech ring. It may be threaded
to the piston (see Fig. 14). or it may be integral
with it. Figure 13 shows two methods of attaching
the rod to the breech ring. Figure 13(a) illustrates
the conventional method while Figure 13(b)
illustrates a quick detachable method which has a
screw adapter with an interrupted thread. Large
diameter, hence rigid, rods are an asset because
distortion prone, slender rods may soon damage
packings to the extent where leakage is inevitable.
The strength of the rod is readily found because it
is a simple tension member. However, there are
some abrupt changes in diameter, especially at the
threads, which introduce stress concentration.
These can be taken into account with factors that
are found in available references. For example,
the maximum stress in the rod of Figure 13(b) is
the tensile stress of the root area of the thread,
increased by the concentration factor, k:
K&
-
- k A, (12)
*Table XVII of Refemm 5.
,' BR~EECH R G" SPCE
(p,) o111r DorACNAOL ,ASSENOL Y
where: ,, - rod tensile stress, A- i
K& - recoil rod force,
A, - thread root area, where: A - effective piston area,
k - stress concentration factor depend- - = fluid p
in,the on
raio Laiu
andi ofu.
insonteratios and, The piston diameter is determined from:
Type II of Reference 5.
A . !(DI2 -- J2) (-
4
C. CI PISTON where: D1 - piston diameter, also ID of cylinder,
87. The thickness of the piston is controlled by d -piston rod diameter.
the space needed for the packing and so is greater
than would normally be required for strength. The All diameters are selected to the nearest nominal
net piston area, and hence the diameter, is governed size in order to conform to commercially availabe
by the maximum fluid pressure. This pressure is stock and materials.
limited by the ability of the packing to seal. Past
practice set the limit at 4500 psi* but because of . PACKINGS
D Figi
better packing materials, higher pressures are now
permissible. 88. Figure 14 depicts a typical packing assembly.
The packing illustrated is proportioned after those
Putrt 17.o RdeC
ne 2. already in use, so that previous experience is an
PISTON RING FILLER
B R1NG

PISTON RING PISTON RING BAND

STUFFING BOX GASKET
fligu 14. Typica Packig Anon*

2D
Simportant factor in its design. Packings prevent pressure on the packing equals the spring pressure
) leakage past moving parts, such as pistons and plus the fluid pressure:
piston rods. The packings are forced firmly against
the moving surfaces both by the pressure of the , "P + Pu axial pressure on (15)
fluid itself and by springs. Because of the nearly packing;
hydrostatic behavior of the packing material, P -" V,. radial pressure on (I5a)
axial pressure is nearly equal to the radial pressure packing,
which is necessary for sealing. The ratio of the A, = ,rDlb, contact area on cylinder wall,
radial pressure to the applied axial pressure is a where: D, mID or cylinder,
property of the packing material and is called the b - width of packing.
"preure factor." It is somewhat analogous to P#- fluid pressures on packing at any
Poisson's ratio. To insure positive sealing, the recoil position,
radial pressure must be greater than the maximum F. - AlPi, radial formeofpacking (1Sb)
fluid pressure. This is possible because of the on cylinder
force applied by the springs. This ratio is known pa ckifrctonal force of a (15m)
as the "leakage factor" and is usually at least 1.0. packing assembly,
Sometimes a small amount of leakage is desirable where, for leather,, - 0.05 and for silver, -
for lubrication; at such times the leakage factor is 0.09.0 The force); is the general expression for
less than 1.0.. the packing frictional forces: f, in the recuperator
The radial pressure exerted by the packing ex- and f, in the recoil brake cylinder. if the recoil
presed in terms of fluid pressure is: mechanism is an independent type, the total fric-
P.) - PP
Pa - K,(P, + ei"-i(P;+t-P.) (14) tional force due to packings is:
(lP.(14
fo "f. +f, (13d)
where: K, - pressure factor,t
P - leakage factor, But, if it is a dependent type, then:
P. - maximum fluid pressure, A
P, -axial pressure in packing produced fo "f. + A.
"" by spring-
Solving for P,: where: A - theeffective area ofthe recoil piston,
P--K A(- the area of the floating piston.
K,
89. The packing filler has been made of rubber. E. DLLEVILL SPRINGS
The liner or packing ring in contact with the 91. Springs are used to augment the packing
cylinder has been made of leather. Silver rings, pressure. Belleville springs are selected because
having a right angled cross section, were commonly they require very little space and provide large
used to confine the corner of the leather packing loads at small deflections. The design of Belleville
to prevent it from extruding between piston ring springs is outlined in most spring manufacturers'
and cylinder. Recent developments hnz shown al- handbooks.t These springs are extremely sensi-
ternative materials, such as polytetrafl,,!,-oethylene tive to small changes in dimensions, and manu-
(Teflon) for leather and an aluminum alloy for facturing variations can produce large load dif-
silver, to be satisfactory. ferences. Therefore, each spring assembly should
90. The spring pressure being known, the pack- be tested for load before installation. The required
ing friction can now be found. The total axial spring load is:
This value is taken from the design specifications. For F (r22 - rt2)P,. (16)
example, specifications for the recoil mechanism or the
175mm Gun Carriage, 176, call for a leakage factor of 1.3 where: P, - packing pressure required of spring
for the floating piston and 0.88 for the stuffing box. Lubri.-
cation was desired for the latter. * Page 12 of Reference 6.
t For rubber filler, K, - 0.73. Page 12 of Reference 6. t Reference 7.

_) 21

!U
 /ii

load (determined from Equation It is also known that:

14a),
Pt - inside radius of piston ring,, -pp. (17d)
r2 - outside radius of piston ring. Substituting in Equation (17b) the values of 1.5
for S4, w, from Equation (17c), and r, from Equa-
tion (178), we have:
F. RECOIL CYVUNDER 0, - (-PP) - fr (17e)
92. The inside diameter of the cylinder is de- or, collecting terms
termined by the piston size (Paragraph 97)o The
outside diameter depends upon the pressure due P4 - (19)
to fluid or packing, and the yield strength of the
material.
recoil In this and
mechanism, rigidity of more vessels
otheris pressure t
concernofthan Thus, forthe
find that theproof
selection s, 4,
of
pressure, in should
Equation (n7v),
never we
exceed
recol rigdit
mchaism isof ore oncrn han one-sixth of the yield strength of the material, or,
high strength to weight ratio. Thick walls mini- onversely, the yield strength should be six times
mize the possibility of local damage and prevent the proof pressure. This establishes minimum
s
excessive dilation which makes the seals!s f tef pofpesre-hsetbise iiu
fexcesive. dilation, whicihofmakes theyisteath lsfyield strength. A higher yield strength may be
fective. Therefore, steels of moderate yield streng~th specified if a larger factor of safety isdesired. On
are recommended. To detect defects, all pressure s it al dre to d useta aterial h n
vessels should be subjected to hydrostatic poof occasion, it may be desired to use a material having
tests, usually at one and one-half times the working a higher yield strength thane, - 6Pr To maintain
pressure. That is: the factor of safety of 1.5, the hoop stress should be:

1, -1t.5 P ,, -=1.5' -1r, .

_p.
where: P.- maximum fluid pressure,
pwee proof pressure , where P. is the same proof pressure used in Equa-
ieon (18).
The proof pressure, being higher, becomes the 93. When a maximum allowable working pres-
basis for design. The maximum shear stress ac surm of 4500 psi is used,
cording to the maximum shear stress theory of - 1. -
Tresca and Saint Venant,* is given by:
and, for the conditions leading to Equation (18),
I o" -2 W,
, - z
2' (17) the minimum yield strength is:
2, -- 6P, - 40,500 psi.
or W-- W,, (17a) The dimensions of the pressure vessel may be found
where: a, - radial stress, using the equation of Lam6:
- hoop stress of cyllnder, ID22 + D12N
- yield strength, - PbP -- D12) (18b)
- maximum shear stress where: Di - inside diameter of cylinder,
A vessel should not be stressed beyond the yield D2 - outside diameter of cylinder.
strength at proof pressure; thus, to be slightly con- Solving for D2 gives:
servative, a factor of safety of 1.5 is introduced. +
Equation (17a) now becomes: D2 -- Di (108)

e--'E,
-- (17h) Using the known values of ., and P, and consider-
ing that DI is determined by the diameter of the
where S1 - 1.5 - the factor of safety. piston, the minimum outside diameter may be
If we arbitrarily select w, to be twice . then: found. For example, the conditions leading to
Equation (18).,at and P, - It,, when sub-
-, jo', (17c) stituted in Equation (18) give:

Pap 39 of Refoeme S. - - 1.41O)I. (18d)

22
 After the outside diameter becomes known, the
) various stresses may be computed by conventional
methods for high pressure vessels,
0. RECUPERATOR, HYDROPNEUMATIC
94. The recuperator is the energy reservoir of
the recoil system. Its gas pressure holds the gun
in battery. During recoil, the gas is compressed
further to store the energy required for counter-
mini-
recoil. There are, then, both maximum and
mum operating pressures to be considered.
95. The area of the counterrecoil piston and
eventually the size of the recuperator of an inde-
pendent system (Paragraph 25) is determined by the
in-battery force, Equation (4), and the minimum
gas pressure Po:
(19)F
"A, 0
For a dependent system, the piston area was de-
termined by Equation (13). The minimum pressure
is also the charging pressure; consequently, it is
dependent upon the source of supply, usually high-
pressure bottled gas. As the source is, in effect,
exhausted when its pressure becomes equal to that
of the recuperator, the initial difference in pressures
) should be large. For efficient use of bottled gas
at 2000 or 2500 psi, a recuperator minimum pres-
sure of about 800 psi is recommended. The
maximum pressure at the end of recoil is selected
at about twice the in-battery pressure but not to ex-
ceed a pressure which would induce leakage past
the packings. It must, however, be adequate to
assure prompt counterrecoil.
96. The maximum and minimum pressures
having been established the recuperator size can
be found as follows:
AV -" 2P0 , pressure at end of recoil,
mLA
change of gas volume during recoil,
AV - gas volume at end of recoil,
-w V, gas volume, in battery,
From the equation of polytropic expansion:
P,=
P10 . (Vo'j"
,
V the piston rod head, hydraulic fluid is forced
(20)
where: n = 1.3.0
The quantities PO, P, and AV being known, the
"values
! of V, and Vo are readily determined.
Ppa 385 of Reference 4.
23
H. RECuPe.MTMOA, Sm o i
97. The upper and lower limits of .ae spring
forces are set up similarly to those of the hydro-
pneumatic recuperator. The in-battery force is
obtained by Equation (4). Then:
F2 - 2FI,
where: F, - in-battery force,
F2 - force at end of recoil,
2-
- F, rate (21)
The applied loads and spring rate being known and
the available space ascertained, the remaining
parameters necessary for design of the spring (or
springs) are the torsional modulus of rigidity and
allowable torsional stress (see Paragraph 144).
These may be obtained from standard references.*
A spring having a slenderness ratio (free length di-
vided by mean coil diameter) greater than four
may tend to buckle, as does a column. Curves
which indicate when buckling may be expected
are available.* The ends must be restrained from
lateral movement or buckling may occur at lengths
less than shown on the curve. The equations for
stress and deflection may be found in textbooks or
handbooks of spring manufacturers.t Because
of the interdependence of the variables, several
trials may be necessary before a satisfactory spring
is evolved. Also, if a single .spring cannot be
worked out, it is possible that multiple springs will
satisfy the requirements.
. COUNTERRECOIL DUmE
98. Counterrecoil buffers may be hydraulic or
pneumatic. The hydraulic type is a form of dash-
pot and may be an external, separate unit or an
integral part of the interior of the recoil mechanism.
In either case the stroke is so selected that the
buffer force will not unduly disturb the stability
of the weapon. An external buffer is illustrated in
Figure 15. As the counterrecoiling parts contact
through a confined space around the piston to gen-
erate the buffing force. At -the same time the
spring is compressed. During the next recoil
stroke, the spring forces the piston to return to its
*-
* Reference 9.
t Reference 10.
 .------ ?IO~NscT
oP COUSEECOU
Figure 15.
Figure 16. Internal Buffier
buffing position, the one-way valve being open to
facilitate this movement. Figure 16 shows an
internal buffer, consisting of a dashpot ane buffer
spear. The spear is fixed to the recoil piston.
During the first part of the counterrecoil stroke the
dashpot is filled with fluid. As the spear enters the
dashpot, this fluid is forced out through the clear-
ance, and the restriction of flow creates the force
needed for buffing.
99. Another hydraulic buffer, first-mentioned in
Chapter IV, Part C, controls the velocity along
the full counterrecoil stroke. Not a true buffer in
the sense that it does not absorb the shock of a
moving mass, it merely is an orifice (Figures 8 and
20) which provides a controlled restriction in the
path of the returning fluid that precludes the
counterrecoiling parts from exceeding a desired
maximum velocity. The mechanics are discussed
in Chapter IX, Part E.
100. A pneumatic buffer is known as a respirator
(see Fig. 17). It consists of an air chamber at the
end of either recoil or counterrecoil rylinder, de-
pending upon the type of recoil mechanism. As
the operating piston is withdrawn during recoil, the
check valve is open and atmospheric air flows
freely into the chamber to fill the space vacated.
When unterrecoil begins, the one way check
valve cioses, trapping the air in the chamber. A
S.
i ,. .i ...
, . . . . . . .... ... ... .
Extermal Buffer
A/ 1
AM,FLOW // ,T 7,77 ,-7
tx,,v, Os,--- -v&Lvt
19TRI,to ft")
FiR 17. Req-pirtor
small, hand-adjustable orifice remains open, per-
mitting the air to escape at a controlled rate, thus
regulating the pressure which stops the counter-
recoiling parts. A tendency is present for the inner
cylinder walls to rust from exposure to the atmos-
phere. Proper lubrication will reduce the tendency.
. FLOATNG PISN
101. The floating piston separates the liquid
from the gas within the recuperator. It has no
piston rod and moves freely as the gas changes in
volume. During recoil, hydraulic fluid forces the
piston to compress the. gas; then during counter-
recoil, the gas pressure forces the piston and fluid
to return to their original positions. The piston
has two heads joined integrally by a shank (Fig.
18). Each head contains a packing as described in
Paragraph 88. The void around the shank is
packed with grease for lubrication. In some ap-
plications an index rod is attached to the fluid side
of the piston to gage the amount of fluid reserve.
The floating piston must move smoothly and, con-
24
- - ...
 'Z A The moment due to the spring load, F,, is:

q2w Po,- !.*(R,'- R,) - k,h,. (22b)

where: R, is the distpmnce to'the center of the spring

load.
0 The total bending moment is:
M - ,+ k,),. (22c)
The section modulus at the shank is:
Z - JM2 - JRtdM2 -k,~ (22d)
Mg" 18. Floaing Piston The bending stres is:

* * Z- k (22e)
ai

F/gur 19. Piston Flong Loading; Digrm
sequently, must be long enough to prevent bind-
ing; in practice, usually one and one-third di-
mneters.
102estn oportions
102. ctive strength of the flauge is determined,
conservatively, by treating a sector cut out by the
angle, at, as a cantilever beam acting independently
of adjacent sectors (see Figure 19). We obtain an
expression for the center of gravity of the pressdre
area of a very small circular element described by
*R,, R3 , and a. The pressure load may be con-
sidered as concertrated here. For the remainder
of these calculations, the angle, A, need not be
assigned a value because, as will be seen, it divides
out in the summation of equations. The total
spring load, F,, is concertrated at R,, midway be-
tween R2 and R3 . The bending moment from the
pressure load, F,, is:
P4, = ',.(R, - R,)
, !.L RECOIL THROTTLING VALVE
- p 2 (R2 - R) (R, - R1 ) - k, .,
where: R, is the radius to the center of pressure,
2 sin * (R3 - RI)
2 (R 1recoil
A (22a)
2 3)
K. RUOULATOS
"103. The regulator, Figure 20, when used, is
housed in the recuperator cylinder as, for example,
in the Puteaxa mechanism, Figure 8. Its com-
ponents are discussed in Chapter V, Part E. Since
it provides the means of reguating pressures during
recoil and counterrecoil, it must control the flow of
hydraulic fluid in either directian. The design is
essentially one of configuration; reasonable pro-
generally insuring adequate strength.
The diameter should be large enough to provide
the flow channels. Pressures are controlled by re-
stricting the flow with orifices. The orifices should
exercise most of the control; the channels, in-
cluding open valves, being relatively free of re-
striction. To realize this control, the channels must
be much greater in cross section than the orifice
area; a ratio of 5:1 seems reasonable. According
to Equation (36), when the combined area of all
parallel channels leading toward an orifice is at
least five times the largest orifice area, the rise in
pressure accountable to the channels will not ex-
ceed four percent of that due to the orifice.
(22) 104. A spring loaded throttling valve is used in
some dependent types of mechanism for control of
the hydraulic resistance to flow from the recoil cylin-
der into the recuperator. It is adaptable to variable
and is a feature of the St. Chamond mech-
anism (Paragraphs 65 to 69). It usually has two
springs, as shown in Figure 21. A coil spring is

25
 RECUPERATORi

TO RECOI L

SCYLINDERL

CRECERRIL ORIICE OI

. for light loads and, because of s limit- va s res nce to opening comes oly from
ticra, a stiffer flelletville sprin for heavy loads, coil spring and recueratrIprssur. This pemt
The sprinp may be peload ue if nesmearye the valve to open wide thusn providing the la o-he
105. At low angles of elevation, with long ice needed. When the gun is elevated to inter-
mcil stroke and relatively small force, the throttling mediate angles, the control arm, actuated by the
elevatinS motion move the upper spindle closer to
the lowe . When the valve is partially open, the
two spindles come into contact, bringing into
COmNO. saw action the higher capacity Belleville spring to pro-
+o-
VALVE -vide the increased resistaxce to further valve travel.
S----\,, At maximum elevation, the two spindles are in
VILLE- contact from the very start of valve travel, and the
" valve resistance is that of both springs.
.'us
--- 106. The design of the recoil throttling valve is
based upon recoil velocity and required orfice
pressur As a starting point, the velocity of free
recoil (Eq. (2)) and the approximate recoil force
(Eq. (3b)) ae used. Friction is neglected at this
time, but the recuperat pressure is an important
factor and must be considered.
VLVE s$rnU 107. Te orifice ama to obtain the necessary in-
crease in reco cylinder pressure may be found
RECOIL PLOW from Equation (36), rewritten in terms of pressure
Srise. The peripheral discharge area of the recoil
OIL throttling valve is:

A/. - (23)

a.L
L CYL.OE,-- Symbols are defined in Paragraph 121. Th largest
orifice is used for low elvation angles and the cor-
Rpmw, 2.
a NT ro
liwag Vo&. responding valve travel is:

26
 A
. (3a) This constitutes a preliminary design procedure
c ~ Later, in Chapter LX, Part E, a method is gpreented
where c -the open periphery of the valve head. for the analysis of flow through a throttling valve
For good control, most of the flow restriction must aln th enir reoi stoe hsaayi e
alongstheedvtired recoignstoke this aalysisod-
be in the orifice. Therefore, to minimize the effect pnns
he pot, tsarea must be at least five times
of alv
thateo troghflow. Thus:
0,2>
5,,(23b) Ni. REOUKATOR VALVE
10S. A regulator valve (Fig. 22) is sometimes
where D, -diameter of valve port. used, as in the Filloux mechanism, as the counter-

TO
COUNTERRECOL
CYLINDER
A

RECOIL

22 ReuaoW av
FECgureT VleCce o ortr~oI
27kT
recoil brake. It is housed in the liquid end of the
recuperator and regulates the flow of hydraulic
fluid from recuperator to counterrecoil cylinder
throughout the counterrecoil stroke. During re-
coil, fluid under pressure opens the valve, per-
mitting relatively free passage through the ports.
As counterrecoil begins, the reversed flow of
hydraulic fluid, plus the valve spring force. seats
the valve. The valve spring must be stiff enough to
do this promptly. There are now only small
orifices in the valve available for fluid flow. These
are designed to provide the proper restriction and
to maintain specified counterrecoil velocity as
discussed in Chapter IX, Part B.
: N.
MANIWACTUIG P 5
109. No special techniques are involved in the
fabrication of the recoil mechanisms. They can be
constructed by standard machine shop operations,
It should be emphasized however that surface
finishes and clearances for moving parts are critical.
According to Ordnance Finishes Specification
URAX6, the limit on surface finishes of cylinder
bores is 4 microinches RMS, that on antifriction
metal is 16 RMS, and that on parts sliding in
packings is 8 RMS. To obtain these finishes, the
cylinder bore is radially honed and draw polished.
The bearing on the piston is turned on a lathe,
The one in the stuffing box is bored by lathe. The
piston rod is ground, honed (hone fixed, rod ro-
tated), and draw polished. Suggested clearance be-
tween sliding members of the recoil brake is
0.0030 - 0.0005 in. and of the recuperator is
0.005 - 0.001 in. The antifriction metal of the
bearing, whether on piston or in stuffing box, is
fitted on assembly to assure the pWope sliding fit.
0. MAINTENANCE resium
110. A sound recoil mechanism, always es-
sential for a well-performing weapon, demands
proper maintenance. Ease of maintenance thus
becomes a principal design criterion. Today's re-
coil mechanisms, with their high pressures or large
sprii.g forces, are potentially too dangerous for
any attempt at disassembly in the field. Main-
tenance activity, except for inspection, is limited to
the confines of an arsenal or a specially equipped
base shop where experienced crews are available.
pI
S II II IIII i3I I I
Apart from the danger involved, field disassembly
is discouraged because the interior parts become
exposed to dirt that may cause leaks7 by scratching
highly polished surfaces or that may become lodged
in valves and packings. The ideal recoil mechanism
from this viewpoint, which presents a challenge to
the future designer, is one having ready and corn-
plete field maintenance features.
Ill. Maintenance activities may be performed
either in the field or in the shop. The latter pertains
to all work associated with repair and replacement
if disassembly of the whole or part of the recoil
mechanism is necessary. Inspections and minor
adjustments may be performed in the field. These
include checking for damage, wear, failure, or
impending failure of all structural components.
A dented cylinder, scored or worn sliding surfaces,
a bent piston rod, or crushed threads are positive
indicators of need for repair. Check points, filling,
and drain plugs should be readily accessible. The
oil index or replenisher should show a sufficient oil
reserve at all times. Both gas and oil should be
measured for proper working pressures. Leaks
should be detected and, if minor, stopped by
tightening the fitting involved. If leaks persist, re-
quiring continued refills, defects at the packings or
seals are indicated and call for shop repairs.
112. Recoil mechanisms have relatively large,
highly finished interior surfaces which are subject
to deterioration when in prolonged disuse such as
during storage periods. This progressive damage
may be retarded considerably by the use of oil
containing corrosion inhibitors but such help is
confined to those parts containing oil. Formerly
the principal cause of deterioration has been the cor-
rosive effect of unlubricated packings on cylinder
walls and rods attributed to the residual acid in the
leather. Exercising the mechanism by moving rods
and pistons to re-establish the oil film between pack-
ings and sliding surfaces practically eliminates all
corrosion tendencies. Exercising may be ac-
complished by pulling the recoiling parts with a
winch or similar apparatus or, better still, by firing
the weapon if this is practical. The operation
should be performed at least once in each six-
month period in normal climates and, unless in-
spections indicate otherwise, oftener in extreme
climates. Tests show that newly adopted Teflon
packings have eliminated all traces of corrosion.
However, until the improvements shown by this de-
28
 velopment have been firmly established over long
~ in Paragraph 78. It is now desired to separate the
] periods, the practice of exercising the mechanism retarding force into its several parts. A chart is
should continue, drawn representing increments of stroke as ab-
scissae and the corresponding forces as ordinates
(see Figure 5). First, the total retarding force is
IX. SINGLE RECOIL SYSTEM plotted. Next, frictional resistance, K., of the
CALCULATIONS cradle guides and recoil brake packings is sub-
tracted and the net result, K, plotted. Now the
A. PIoP!Z.tANT GAS FoRCE v. CURvE recuperator force, K,, plus its packing friction and
other losses, (f, + f.), are shown. The difference
113. Recoil calculations are based on the prin- between the net retarding force, less friction, and the
ciple of linear impulse and momentum which states total recuperator force, including friction,
in essence that the linear impulse equals the provided by the hydraulic resistance of themust be
recoil
change in linear momentum. Expressed mathe- brake, F, Finally, the net recuperator force, less
matically, friction, is that which is available to return the gun
- M(n - , (24) t1 the in-battery position.

where:
M - mass equivalent of projectile
and propellant gas,
v, - projectile velocity at time, t1,
S- projectile velocity at time, t2.
ti2
The expression FAdt represents the impulse of
]I p oforce-time
the applied force and is obtained uy measuring the
area under the force-time curve between the timle
limits of t, andlimis
t2.
t. o:This
Tis curve is obtained from the
1 ndurveis btaned romthe
interior ballistician (see Fig. 23). The subject of in-
terior ballistics is covered in a separate Ordnance
Corps Pamphlet, ORDP 20-247, Design for Pro-
jecion (C).
F, - PA,, propellant gas force,
where: P, - propellant gas pressure
Aw - bore area.
e t r rep.
Since the expression M(v 2 - vl) represents a
change in the momentum of projectile and pro-
pellant charge, then, according to the law of the
conscrwation of momentum,
M(V - V1) - M,(VA - VA
1)
where: M, - mass of recoiling parts,
=f,- velocity of free recoil at ti,
v= velocity of free recoil at t2.
l. RE~COnL FORCE CHART
114. The length of recoil stroke and the ap-
proximate retarding force were determined earlier
C. RECOIL CALCULATIONS
115. A long recoil stroke is desirable as it re-
duces forces, but the length will necessarily be lim-
ited by the size and arrangement of the weapon.
Calculations of recoil forces and length of stroke
are based on the mass of recoiling parts, the gas
curve (Figures 23 and 24) and the recoil
force-distance curve (Figure 5). The gas force acts
from the time the projectile first begins to move in
the tube until after it has left the muzzle and the gas
thessube has led
to merog
pressure has decayed to zero.
116. On the force-time curve, select an increment
of time, at, small enough that the included curve
may be reasonably represented by a straight line,
(24a) and take for the average gas force, F, a value half-
way along at. The average force tending to accel-
erate the recoiling parts is this gas force plus the
component of weight parallel to the bore:
F - F, + W, sin e. (25)
The force is opposed by the total retarding force,
K (refer to Figure 5), so that the net accelerating
(24b) force is:
F, - F- K M X x - Ma, (25a)
where: a - average recoil acceleration during At.
According to D'Alembert's principle, F, also rep-
resents the inertia force of the recoiling parts.
Despite all endeavors to the contrary, the recoil
(retarding) forces seldom work out to be constant
during the first part of the stroke and so must be

29
 3#

30

o o-

J t-

0 a $ 4 6 0 7 0 I t0

TOTAL TIME (mse) I

gure 23. PropellantGas Force-Tim. Curve Durig Po*cil Travel en Barg

00
tjl

0-
09

o40
o

-I1
20 a0 o 0 0 0 -

'IL

0 ___- ....

0o 10 20 $0 40 50 40 70 I60 Ct0 O00

TOTAL TIME t msee

Figure 24. PropellantGos Force-Decy Curve After Projectile Leaves Muzzle

considered as an average along "x, the recoil K. is selected as the point on the curve where it is
travel during at. Then: anticipated the recoiling parts will have reached at
the end of At (Paragraph 78 and Fig. 5). After Ax
K - J(K.-, + KQ. (26) has been calculated, it is checked for compliance
30

I
) with K.. If Kg, is significantly different from K,,
another trial must be made and the process re-
peated. After K has been established and the net
accelerating force calculated, the acceleration of
the recoiling mass is found from Equation (25a):
a ,(2)
where: M, - mass of the recoiling parts.
The change in velocity is:
and the total velocity at the end of each interval:
S. - . 2
The average velocity during At becomes:
- (. +v.),
- (30)
where v. is velocity of recoil at beginning of At,
and the distance traveled during At is:
Ax - V, At. (31)
The total travel becomes:
x Zx. (32)
117. At the beginning of recoil, where the recoil
velocity is zero, the total resistance must be pro-
vided by the recuperator. If the orifice area is zero
at this point, no fluid flow can occur, so the initial
recoil travel depends solely on fluid compressibility.
However, there is no assurance in some recoil
mechanisms that the orifice will be opened after
the fluid is compressed, with the result that high
peak pressures will occur. This condition may be
corrected by providing the minimum orifice at the
beginning of recoil stroke to assure oil passage dur-
ing the entire stroke. Then, the recoil force may be
varied from the minimum, or recuperator force at
the beginning, to the maximum at some arbitrary
point after motion begins. The rate at which the
recoil force increases should be as near that cf the
propellant gas force as possible until the maximum
retarding force is reached so as to assure the
maximum efficiency of the recoil mechanism and
still not develop peak pressures.
118. When recoil motion ceases, the distance
traveled should be equal to the specified recoil
distance. If there is a lack of agreement of more
than 1.5% the recoil force, K, must be adjustc i to
compensate for the discrepancy. The entire per-
31
formance analysis must then be repeated until
close agreement between specified and computed
recoil distances is achieved. (See samole orobr'mn,
Paragraphs 210 through 213.) It is possible that
the above recoil calculations, as well as those for
counterrecoil (see Paragraph 120), can be adapted
to high-speed computers.
D. ANALYSIS OF FLUID IWHAVIM DURING RECOIL
I. RNeoil Force
119. The total retarding force is the sum of the
hydraulic (brake) force, the recuperator force, and
the sliding frictional force of the recoiling parts.
)Siding friction is governed by the weight of recoil-
inS parts plus the effects of eccentricities. Assum-
ing a dependent type of mechanism, with only one
rod attached to i breech ring, the reaction on the
front cradle bearing is calculated by taking moments
about the intersection of A2 and Ky and solving for
,l (see Fig. 25):
Rt - K + tW,cos
+W- - F. (33)
a
The lengths a and b are defined in Fig. 25. The
directions of R, and R2 may be the same or op-
posite, depending on the value of R, compared with
W, cos 0. If R, < W, cos e, then the reaction on
the rear bearing is:
R2 - W, COS - R1, (34)
actinginthedirectionof R. IfR
A> W, cos9, then:
R2 - R, - W,cos 9, (34a)
acting in the opposite direction. When computing
friction of the slides, the reactions are added
arithmetically, thus,
K! - , (R, + R2), (35)
is the frictional force. The total resistance to recoil
consists of two components:
K - K1 + 4 (35a)
where Kt - recoil brake rod force or rod pull.
According to Equations (25) and (25a),
F, - F, + WVsin 9 - K. (35b)
Now, by making the proper substitutions in Equa-
 CI I

SgECOIL

Figure 25. Fore and Reaction on Recoil Parts

tion (33) with the values obtained from Equations F, is taken as zero and R, and R 2 are assumed con-
(34) through (35b), the front reaction is: stant over the total recoil distance.
120. The recoil rod force, K, comprises the
d + b -- , ,s+ - Fr force, F generated by the restriction of the con-
"A, d a trolled orifice, the force due to the elastic medium
of the recuperator, K. the packing frictional force,
(3c) fr and the resistance, f,. of oil flow through the
various ports. The force required to overcome the
when R, < W, cost , or inertia of hydraulic fluid and the moving internal
parts of the system is so small in comparison with
A, -df K+ - ,Wcos other forces that it can be excluded with negligible
a + 2,4d, a + 2 ,4 o error. Alsof may be so small as to be negligible.
+ -d, A spot check only is required to decide when it
a+ 2 ,4
I (35d) should be considered.

when RA > W, cos 0. This is a tedious process if 2. Orfice Size

made for each step of the detailed analysis. Since
the propellant gas force is present for only a short 121. From hydraulics, the rate of flow:
recoil distance, the error introduced is ncjigible if Q - "

j
32
where: A - effective area of recoil piston,
a - area of orifice,
e)
, - recoil velocity,
',m velocity of flow through orifice,
C. -orifice coefficient or coefficient of
discharge.
In teams of the velocity head, :
v. - % h.
Now if, P -, hydraulic pressure in recoil brake
cylinder,
P, - recuperator pressure or equivalent
Pressure of spring,
Pk - P - P, - pressure rise due to orifice,
then P, - wh - hydraulic pressure head,
where: w - density of fluid,
a .-PA - hydraulic force generated
by orifice,
i A, is small compared with At and the error intro-
p - - mass density of fluid.
S
Substituting these values in the flow equation for
Au m C. a.
P system, the orifices generate the resistance:
Solving for the orifice area,
"a - (36)
C. "&2
122. The orifice coefficient, or coefficient of dis-
charge, depends to a great extent on Reynolds
number and on whether the orifice is sharp or
round-edged and to a lesser extent on its shape,
e.g., circular or rectangular. A list of coefficients
previously used and their manner of application
follows*:
C, = 0.95, throttling bar (round),
C. - 0.95, rectangular groove (counterrecoil),
C. = 0.77 to 0.91, throttling valve (recoil),
C. - 0.71 to 0.83, rectangular groove (buffer),
C. =0.60, for sharp edge orifice.
Flow through the orifice in a recoil system is con-
fined to the turbulent range. Also, the ratio of ori-
fice area to piston area is generally less than
0.02. Consequently, according to Rousct a dis-
charge coefficient of 0.60 is recommended. Ballis-
Arsenal.
* These values were provided by Watertown
t Page 261 of Reference II.
33
tics Raearch Lab offers another ap-
"iesO
proach but conigs it W concentric recoil mechan-
isms. It incorporates ie use of drag coefficients in
relation to the ratios dpiston areas to orifice areas.
123. Equation (36) mumes that all the fluiddis-
placed by the recoil pioon passes through the ori-
fle. If some of the &riaced fluid does not flow
through the orifice but remains to fll the void left by
the moving control rod, as in the Puteaux mechan-
ism, the equation mut be revised. The derivation
of the revised equation appears in Paragraph 135.
The orifice a becom:
3 Al -- A,3
C. A )'
) (3-
where: Aa - recupemo cross section area,
A, - control rod cross section area.
The area of the control rod varies but, for use in
Equation (37), it may be considered as constant.
duced will be negligible.
J, L.s,~. In the Hydnafc System
..
124. Conlidering the losses in the hydraulic
F. - Ki - K, - (f, +- f.). (38)
Paragraph 90 discusses the packing frictional
forces, f. In some recoil mechanisms, the fluid
does not flow directly from the recoil piston to the
orifice but passes through other restrictions such
as ports between cylinder and recuperator and
through valves of regulators. These restrictions
are not necessarily deleterious to the proper func-
tioning of the recoil mechanism as they merely
contribute to the throttling pressure. For good
control, however, their total influence must be small
compared to that of the regulated orifice. Accord-
ing to Equation (36), the rorce on the recoil piston
necessary to develop the pressure at each restriction
in series is:
1,
f. p- (39)
., A,;
-
C, may be taken as unity. The terms in Equation
(39) are dcfined in Paragraphs 120 and 121, cx-
cept for A,, the port area. As stated in Paragraph
120, a spot check quickly determines whether this
force c-n bc treated as negligible.
* Reference 12.
4. Compressibilityof HydraulicFluid V - V0 - xA, (40)
125. If the fluid were incompressible, the where: V0 - the initial fluid volume,
distance travelled by the moving parts would be A - effective area of the piston,
directly proportional to the volume of displaced x - travel distance of recoiling parts at
fluid. But the fluid does compress, and the recoil any time t.
piston will move farther than the distance indicated
by the displaced volume. When this additional The change in volume due to compressibility is:
distance becomes appreciable, allowance must be p
made for it in design. Experimental data are in- - V (41)
sufficient to conclude precisely when this factor w
should be considered, hence it remains a matter of where: MA-bulk modulus of the fluid,
engineering judgment. As a conservative measure, - f
compressibility should be considered if it permits P - fluid pressure in-batter stion
an increase in recoil stroke of more than 29 per-
cent of the overtravel. Overtravel is defined as an (minimum recuperator pressure).
additional distance provided in case the recoil The recoil travel distance then becomen:
energy, for some uncontrollable reason, is not com-
pletely absorbed within the limits of the specified x X' + Ar, (42)
recoil travel distance. Consider the mechanism in where: x' , travel distance if the fluid is inr
Figure 26. The travel of the piston (and, there- compressible,
fore, the recoiling parts) and of the control rod are AV
both influenced by the compressibility of the fluid. AX -
The volume of the hydraulic fluid between brake A
piston and orifice plate is represented by: The calculations showing the control rod displace.

HIGH PRESSURE CHAMBER IHPC)

BRAKE PISTON RECOIL

CYLINDER
RECUPERATOR

LOW (HPC )
FLOATING PRESSURE ,

PISTON CHAMBER ~
: COUNTER-'
CONTROL ROD RECOIL
:z: ORIFICE
WI/ OR FICES.

43
Figure 26.
4,i
ORIFICE PLATE -- J

Oil Chambers of a Recoil Mechanism

ORIqCE LAT
ment are somewhat more involved. All the liquid The compressibility changes this volume to this
forced from the brake cylinder does not flow value:
through the orifice. A small amount, equal in vol-
ume to that part of the control rod which passes V1 - V 1 (I - M.AP 2)+ V*(l - MA Fa). (47a)
through the orifice, fills that void. The volume of where: AP, - Px - P,
fluid flowing through the orifice is: Apo - P. - Po.
l - (xA - a1 V) - Vo, (43) Thus the component Vr, will increase in volume and
where: V, - displaced volume of control rod. IV1,will decrease. The distance traveled by the
control rod now becomes:
Although the diameter of the control rod varies, Y_.
the mean area of the rod is assumed to extend xN - (48)
A ,
along its total length to simplify the calculations.
This is permissible as the area of the rod at any The control rod diameters will be the same as
point is small in comparison with the area of the re- those for the incompressible fluid but at different
cuperator; hence, only a negligible error is involved, locations along its length.
The total displacement of floating piston plus con-
trol rod is:
=. Analysis for Recoil Throttling Valve
126. The calculations for a recoil mechanism

where xR - travel of control rod, that is controlled by a throttling valve (Figure 21)
and the displacement of the control rod is: such as for the St. Chamond are basically the same
Y - A, xR. (45) but somewhat more involved than for the mechan-
ism whose orifice size is controlled by the position
Subt-acting the two volumes: of the recoiiing parts. In the latter, the orifice area
is determined from established recoil forces and
velocities as discussed in Chapter IX, Parts C, D-1
or, AN - A, A~xN m (xA - AY) - V. and D-2. The behavior of the throttling valve is
AR more complex because neither recoil force nor
But ARxR = (xA - IV), hence, velocity can be determined indlependently of the
fluid flow. For example, suppose that a constant
V1 (A, A (46) pressure rise through the spring-loaded throttling
AN valve is desired during the total recoil stroke. A
where: AR . area of the recuperator cylinder, constant pressure rise and, hence, a constant force
Aw r average area of the displaced
c ar- applied to the valve means a constant spring de-
tion of the control rod. flection, and, conseqiently, a constant orifice area.
But, according to Equation (23), to maintain all
During recoil, the gas is compressed and the pres- these functions constant, recoil velocity must re-
sure increases, thus: main constant. Since the recoil velocity does vary
P
P0 =, fluid pressure, in-battery position,
gas pressure at any position of
(from some positive vaiue to zero) the above ex-
ample is unsound. Generally then, the pressure
recoil, rise, and, hence, the n.coil force cannot be eval-
uated on the basis of recoil distance and velocity
The licuid in the low pressure chamber between the alone. However, an acceptable recoil force-
floating piston and the orifice plate has a slightly distance curve can be otainced by therelection of
larger volume than if it were sbeted t the valve springv cnih appropriate spring rates.
pressure in the brake cylinder. The total volum in 127. The chaeracteropriac. f the springs cannot be

the low pressure chamber becomes: determined in onc operation but must dcpcnci on i
V- = V, + l', (47) trial and error anailysi,.. Assuming that the various
parameter,, including the recoil brake diameter, the
where: 1f = the initial fluid volume. recuperator ,izc and prcvurc, the length of recoil,

35

,AU
 rI
!

and the valve dimensions, have been given fixed Values are determined similarly for the maximum
values, preliminary valve spring rates can be de- angle of elevation. For this condition Pk is larger ' P
termined. and A, is smaller.
128. Two conditions determine the spring rates.
The rate of the coil spring for long recoil depends Ro - ch,, (4*)
on horizontal firing whereas the combined rate of where: h, - deflection of the combined coil and
Belleville and coil springs for short recoil depends on Belleville springs.
firing at the maximum angle of elevation. In
either case velocity and energy of free recoil are T o r
found from Equations (2) and (3a), respectively, F, - A. P, (49f)
and the first approximations of K, the total re-
sistance to recoil, is found from Equation (3b). and the combined spring rate is: 4
Equation (3b) shows that K is appreciably smaller F-
for horizontal firing, where recoil distance is long, Ks -, (49g)
than for high angle firing, where recoil distance is
short. The maximum value of F., the hydraulic where: F,' - the combined initial spring load.
resistance, is obtained from force-distance curves The initial Belleville load is:
similar to Figure 5. The curves are based on the Fit F - r. (49h)
value of K, above, and on the recuperator pressure
For the initial analysis assume that F - ,
found according to Part G, Chapter VIII. It is
-,

assumed that maximum F. is acting at the maximum

velocity of free recoil. Since F, = AP, (Paragraph The required Belheville spring rate is:
12 1), Equation (23) may be solved for the maximum K* - K. - K,. (49i)
discharge area of the valve. Thus, writing Eq. (23), -

but substituting the maximum velocity of free re- 129. The values obtained from the equations of
coil V1 for V, the 49 series are preliminary and are used for the
first step-by-step analysis of the recoil system. The
," pA 2 (49) procedure followed in the analysis is developed in
2 Phf'
ph Chapter IX of Reference 4. First consider the
where: A.= peripheral area of valve, horizontal firing position for long recoil:

But from Eq. (23a), -VAVi I-1) + (v1,I- A4M, a,

A. - oh, (49a) (50)
where: c = the open periphery of the valve head, the recoil velocity at interval n,
h, = coil spring deflection or valve lift. where: A = effective recoil piston area,
According to Paragraph 121, Kf = frictional resistance to recoil,
M, - mass of recoiling parts,
P - P, + P,. (49b) - = recoil brake pressure during the past
Thus, for the force on the coil spring, interval.
F, = /I, P, (49c) The change in free recoil velocity:
where: A, = effective pressure area of the valve. Vs. - V&_._ - ,4, (30a)
Solving for the coil spring rate: is determined by the method discussed in Para-
graph 116.
FrF
K = hf (49d) Select a short time interval (say at = 0.001 ;ec)
where: F: = the initial coil spring load, on the propellant gas force curve (Fig. 23) and r..ad
the force F, at 1.1t, assuming it acts througihout
For the first trial assume, F,. F .11. The accc'erating force on the recoiling parts
becomes, according to Equation (25),

36
 F -F, +W, sin 0. It is well to remember tlm for the first step the
-" At 0 , 0, zero angle of elevation, the accelerating recoil velocity is:
force simply becomes the gas force. Since the A(P, - + K "
acceleration, M9a. -l (Sir)
FM. (50b) After the analysis is comlpleted, the recoil force-

distance curve is shown % compare it with the

the change in free recoil velocity is: original assumed curve. fthe calculated distance,

,Avf a-a Fx, Al. (500) - ZPW, (52)

lacks agreement by more tbm 1.5 percent with the

During this time, resistance to recoil is offered by specfied distance and if the resistance to recoil,
K, the frictional forces, and AP, the recoil brake X - AP 4K (52a)
force. This resistance can be expressed in terms peaks at any time, the s should be redesigned
of "change in velocity", similar to Equation (50c), and the analysis ,ntil
repeated the results are

AP(.,) + (d acceptable.
AV ,, AU- (50d) 131. For the shortest mcal, i.e., for maximum
angle of elevation, the recoil calculatio6s follow the
If Wt is small, the use of P(.-,) rather than P, which same general procedure as for long recoil. K,, the
is unknown, is permissible as the error involved is combined spring rate, is acting throughout the ;e-
small. coil stroke and the expression for B and m change
130. The pressure in the recoil brake cylinder is accordingly:
solved by the equation AZgK,
m )? 3)1>m
- "
-
B M ....- _(-,+
(52b)

+ N3 -( N6 )111_ 23 + P, (51) A-.

IT
+ -0 - + P where: A, = area of the vave stem.
where: P, = the recuperator pressure, oil end. For the first step:
N3= + - (Sla) 4A,-,. + K,
27m-' , N,,-:W t

B pA2 (52d)
2CcA .(51b 132. After the recoil particulars have been es-
Jv,2 - F, tablished for zero and maximum angles of eleva-
m A-A (51c) tion, the intermediate firing positions are eval-
uatcd. The problem, heire is to determine when
_A 2 (Sid) to bring the Belleville springs into action to augment
2A-, the coil spring. At low angles of elevation, this
- mass density of fluid. action is delayed until near the end of recoil. At
higher angles, it is brought into play near the be-
Except for short distances at the beginning and end ginning. The space between the valve stem and
of recoil, 1/730 becomes negligible in comparison the IBelleville spring spindle sets the distance
with N64 and may be omittcd without serious through which the coil spring must deflect before
error. Equation (51) therefore reduces to the Belleville springs begin to fuiction. This
space is regulated by a cam attached to the tipping
P = m (N - J) + P,. (51e) parts so that the higher the elevatien, the smaller

37

t
the space. During the early part of recoil, the cal- The F, here, is the coil-spring load just as the
culations are the same as for zero elevation, valve stem contacts the valve stop to bring the
During the later part of recoil, the calculations Belleville springs into play.
follow the procedure for the maximum angle of
elevation with the exception that:
I- UOXN1O'RBDCL CALCULATION
S- J + P(52e) 133. If free counterrecoil is permitted, i.e., no
A, additional restrictions to fluid flow exist other than
where: F,'- F. + 1a. (52f) those during recoil, the velocity of counterrecoil
16

0
0 fCr
SI

be

0 6 10o 12 12.5

DISTANCE OUT OF BATTERY

THE ARROW INDICATES THE DIRECTION OF COUNTERRECOIL

F, = FORCE ON COUNTERRECOIL PISTON

F= AVAILABLE COUNTERRECOIL FORCE BEFORE THROTTLING

Fee = NET COUNTERRECOIL ACCELERATING FORCE

Fb = TOTAL BUFFER FORCE
F= HYDRAULIC RESISTANCE OF COUNTERRECOIL ORIFICE
Ffc = FRICTIONAL RESISTANCE OF SLIDES DURING COUNTERRECOIL
'CT-- HYDRAULIC RESISTANCE OF RECOIL ORIFICE DURING COUNTERRECOIL

= TOTAL .FRICTIONAL RESISTANCE OF PACKINGS

a, = COUNTERRECOIL STROKE AT ANY TIME t

Figure 27. Courerrecoil Force Chart

IS

I I III I I I I I I I I I
 FLOATING PISTON RECUPERATOR
00 A,--*
P,
ZCOUNTERRECOIL PISTON
Ripw 28. Funidming Componenws owing C,0.
usually will be excessive. For rapid-fire guns, more
freedom of flow is required and other flow channels
must be provided. However, when low counter-
MW velocities are specified, additional restrictions
We necessayM . The calculation procedures for
"thislast type are discussed in detail, although the
Computations are essentially the same for all types.
134. The counterrecoilis force
134.cTheratoir fo is provided by the
pbtainedfrovachartsidedy
the
reuperator and i27obtained from a chart similar to
Firure 27. Before it aoelerates the counter-
recoiling mas it loses some of its potential in frkc-
.tiorl resistance of slides and packings. The pack-
iMg losses are found, according to the method in
Paragraph 90, for the in-battery position and the
position just before counterrecoil begins. The mean
of the two results is assumed, without serious
error, to act over the total stroke, thus:
A -- f, + f.),
fu + f-.).
S-
The:* - oW, cos$,
where: Ft - frictional resistance of slides during
counterrecoil,
f - the frictional force of packings of
the recoil brake and the counter-
recoil cylinder,
f - the in-battery packing frictional
force of recuperator,
f, - the out-of-battery packing frictional
force of recuperator,
= the total in-battery packing fric-
tional force of the recoil brake and
the counterrecoil cylinder,
CHECK VALVE CONTROL ROD
0
0 0
,COUNTERRECOIL CYLINOER
mc
- the total out-of-battery packing fric-
tional force of the recoil brake and
the counterrecoil cylinder,
j - frictional force of packings in re-
cuperator.
135. The counterrecoil force is further ;-duced
by the restriction of flow through the orifice de-
termined for recoil regulation. If a further re-
duction is necessary to maintain lcw counterrecoil
velocities, the hydraulic fluid is directed through an-
other orifice before it reaches the counterrecoil
cylinder. Figure 28 is a schematic drawing of the
functioning components during counterrecoil,
where:
A - area of counterrecoil piston,
A, - area of control rod,
(53) AR - area of floating piston,
a, - area of orifice for counternecoil,
(53a) a. - area of orifice for recoil,
P - oil pressure in recoil brake cylinder after
(54) throttling through a.,
P.o - oil pressure before throttling through an,
P, - oil pressure before throttling through a,
P, - recuperator gas pressure,
p = mass density-of hydraulic fluid,
C, = orifice coefficient of a,.
CG = orifice coefficient ofa..
During counterrecoii there are two pressure drops,
one at ,.,
aP P. - P, (55)
and the other at a.
AP= P., - Pe" (55a)
39
From hydraulics, the flow rate throughe, it: where: vx - velocity of t%6UgS piston and the rate
of1Bow ipt, the wounterrecoil cylinder is: t60c)
12 -sire ira Ot

likewise, at a6, where: , - the counterrecoil velocity;

.CA . (4) solving for v.,,

Solving for AP and P,: t, - A'" (60d)

AP =- ' (2C) Therore.

?Q. - ,(Aa-A.) (606)

2C.2 a."
but Q Q so Now substitute the expression for Q2, from Equa-
(60a):
tion (60e) into,AEquationPfA.
0 A?1 - -Ae\'3A3
Ca Air 2C2,V A. n
From Figure 28, it is observed that:
p(1AR- A)3A3 1 2 Af 6
P . ;(58)
:
sutit tinPfor+APndAP k -A.
substituting for A? and P. we have: By subtracting the frictional resistance of Equa-

PP +2 () tions (53a) and (54), the net accelerating force is:

2C - Fm-f -- F- (61)
Since the forces on the Boating piston must bat- For convenience, simpler terms are provided for
ance, the expressions in Equation (601). Thus, the

F, - P,.(Aj - A.) + PA. +1.. (59) resistance provided by the counterrecoil orifice is:
where: F, - the recuperator force. FAp jA - AA 3 A3
Substitute for P.. of Equation (58a) into Equation F - , 'A -A, ) (61a)
(59) and collect terms so that: and the resistance supplied by the recoil orifice is:

2C2.k
A.(6lub)
(59M)
The force on the counterrecoil piston is: Equation (37) has the solution for a.. Substituting
it in Equation (61b) yields:
F, - PA. (60)
F, can be determined from Equation (59.) by A - F., (61c)
substituting the expression for P obtained from 1
Equation (60) and solving for F,: The values for t, and F, are available from the re-
coil calculations. The available static force on the
F, -A--
, A Ac 12P Q2 \ counterrecoil piston transposed from the force
It p2 2- a 2CA due to the recuperator gas pressure on the floating
-A,
A. (60a) pisto n is: Ai
F, =- Alt (61d)
136. The flow rate through the counterrecoil
orifice, Q, may also be written in terms of velocity and similarly, by transposing the frictional re-
and area: sistance of the recuperator floating piston packing
(Ai - A.)vjb (60h) to the counterrecoil piston and adding it to the

40
-- total of the recoil brake and counterrecoil cylinder, Find the values of v md P, corepondinlg to the
the total frictional resistance of the packings is: distance x, in the reoil calculations and obtain
fs u the average value over the increment:
f Al+t (61e) , + 2+.F (64a)1
The simplified equation for the net accelerating V.-4+ +(64a)
force is obtained by subtracting frictional and Similarly, from Equation (61a), F&is calculated u
hydraulic resistances from the available static force the average value ove the increment:
on the co unterreco il p isto n : A)3 A 3 + V,)

F,, - F, - (fp + f,, + Fe + Fp). (61 f)

if F,, F, _ _F is the available counter-
recoil force before throttling, then, and find Fte from Equation (61f) or (62). The
F. - L-
Aj,- (62) ounterrecoUl acceleaion is then found:
F, f,-F.
r (62)F,

Note that when the fluid flow is restrained to limit a, - (65)

the counterreco.1 velocity, F, should theoretically
become zro when ihis limit is reached. Actually,
for a constant orifice, the limit mayThen, be exceeded
in order
stroke.
during the early part of the
that the velocity not exceed the limit when buffing
tarts, F, becomes negative over a portion of the
stroke. This is demonstrated in the example prob-
lem (see Tables 5 and 6).
137. The counterrecoil calculations follow a
step-by-step intcgration procedure and each step
involves trial and error computations. The
critical but unknown factor is the size of the
constant orifice required (similar to the one shown
in Fig. 20) to control the counterrecoil velocity.
As a first approximation of an orifice of rmasonable
area, assume that it is 10 percent of the maximum
orifice area used during recoil. If, in the process of
making the counterrecoil calculations, it appears
that the velocity will be too high', the area must be
reduced; if too low, it must be increased. After
and the velocity checked from the equation:
s, - ev, + 2a,'x,. (66)
If the calculated velocity in the last equation does
not equal the selected value at the beginning, then
the selected value must be revised and the calcula-
tions repeated. After the two values agree, the
time is calculated:
At- - (67)
a,
and: i - 1.- o+ At. (68)
138. The buffer, at the end of the stroke, has two
force components. One is the decelerating force
required to stop the counterrecoiling parts. The
other is the net recuperator force determined by
Equation (62).
If a buffer is selected with a constant orifice, the
calculations continue as for counterrecoil with the

the orifice area has been selected, the counterrecoil addition of another factor, Fd, the total buffing
calculations are made. The values off, and F force. Thebuffer net decelerating forceis:
are determined from Equations (61e) and (54) and F,- F, - Fb; (69)
are assumed constant. The values of F, and f, ,
are calculated from Equations (61a) and (61c). and: Fb- -L (69a)
The value of F, is read from the curve in Figure 27. 2C2a.
Select what appear to be reasonable values of Av, where: A, - area of buffer cylinder,
and Ax,, the changes in counterrecoil velocity and a., - buffer orifice area,
distance, respectively. Obtain F, from the curve, C. - orifice coefficient,
half way along x, at (x,, + tax,). Because v, is p - mass density ofbuffer fluid,
not constant, the followink procedure is not exact vb - velocity o(counterrecoil during
but, if Ax, is short enough, the approximations will buffing.
be sufficiently close to be acceptable. The acceleration during buffing is:
Then: x x, + ax., (63) F,
and V,. = v,_,- AV,. (64) a (69b)
41
and the velocity of counterrecoil during buffing attempted to design the latter to the usual high
becomes: standards of precision.

If the orifce is variable, constant deceleration pro- L TYPE O CONCENTRIC RECOIL MECHANISM
vides a constant 11. Thus solving Equation (69) 140. There are three types of concentric recoil
for F., the total buffer force becomes: mechanism. All have the same basic hydraulic
system, concentric with the gun tube but differ in
Fb - F,, - r*. (70) spring arrangements. The first has one spring, con-
Considering constant deceleration, the buffer centric with the tube (Fig. 29). When the diameter
velocity can be found from: of the gun is large, it is impractical to use a con-
centric spring. More space is required to house it
t-; + 2 j x#, (70.) and the spring itself is difficult to manufacture to the

where: i, - buffer acceleration, prescribed specifications. Then, the second type,

% - counterrecoil velocity at buffer a multicylinder recoil mechanism, is used (Fig. 30).
contact, Usually, four smaller spring assemblies, each con-
buffer
n- travel at any time,s. isting of two springs concentric
are located 90* apart around the with each other,
periphery of the
When x& - S#, the total buffer stroke, t - 0, system. This permits flattening the cylinder
and housing between springs, thus conserving space.
_- (70b) The third or separate type has the counterrecoil
25&- mechanism completely divorced from the recoil
tcbecomes: brake (Fig. 31). It may be used if space is available
the net decelerating force bfor the spring assembly because it has two distinct
F, - M, ad. (70c) advantages. The spring design is ;ot dependent
An the factors are now known and the orifice area upon the dimensions of the recoil brake mech-
a he falcuteors anism and there is freedom in handling the com-
plete arrangement without disturbing the recoil

a0. 2-0 ~ .
- 7)
(71)
X. DESIGN OF CONCENTRIC RECOIL
MECHANISMS*
A. INTODUCTrIoN
139. The concentric recoil mechanism is similar
in principle to other types, having a hydraulic
brake and a mechanical spring recuperator. How-
ever it is frequently mounted on tanks whose re-
quirements differ sharply from those of field
artillery. Recoil and counterrecoil forces can be
set high because of the rigidity of the carriage,
Actually they have to be high because of the limited
travel imposed by the turret. This is one example
which illustrates that under most conditions the
design requirements of the tank take precedence
over the recoil mechanism although it is always
- .
The material on Concentric Recoil Mechanisms was
provided by Ordnance Tank-Automotiv'C
Mich.
42
brake.
..
C. RECOIL CALCULATIONS, CONCENTRIC TYPES
141. Recoil calculations are made either graph-
ically or analytically. The graphical method is dis-
cussed for the concentric system. First an interior
ballistics curve of pressure vs. time is obtained from
the proper source. From this information, the
propellant gas force is computed, added to the
weight component of the recoiling parts and plotted
against time on large scale paper (Fig. 32). Simply
by adjusting the scale by a factor, 11M (from
F - Ma, where M is the mass of the recoiling
parts), the same curve becomes the acceleration-
time curve. The retardation of the recoil mechan-
ism is ploted as a deceleration vs. time curve and
the resultant of the two becomes the net effective
acceleration curve. From the beginning of recoil,
the retarding force is made to vary linearly with
respect to time from zero to a maximum at the
time of maximum propellant gas pressure, where it
becomes constant. This is an arbitrary p-actie and
is not inviolable, but any deviation from it should
4

Sii iq | i iiIIii i ii | m
 PISTON\ VORIFICe CRADLE SRN

REOI

RODE CYLINDE
INNERRSPRINGGSLEEV

CCRADLE

Section of A- A
Iengitudinal section of one recoil cylinder (through complete unit)

Rowe. 30. Concenri *"Io Medwimaeu (Multiple Cylinde TYPO)

not disturb proper recoil motion (see Paragraph
117).
142. For the first trial, the retarding force may
*be obtained from Equation (3b). After the net
acceleration curve is plotted, it is integrated by
planimeter, by counting blocks, or other suitable
*means to obtain the velocity-time curve (Fig. 33).
Integrating the velocity-time curve yields velocity
vs. distance which is plotted (Fig. 34). If the cal-
culated distance differs from the specified recoil
distance, the retarding force is adjusted and the
process repeated. After some proficiency has been
acquired, more than two trials are seldom neces-
sary.
D. ORIFCE DESIGN, CONCENTRIC TYPES
143. The orifice area is determined by the

) 43
 GUN TUBE RECOIL PISTON ORIFICE
COUNTERRECOIL - - M
RECUPERATOR
Pigw. 31. Cantcerw Recoild Mecdaim with Separat Cotrrecoi Ambl,
method described in Paragraph 121 and based on
a sharp-edged orifice with a discharge coefficient of
0.60. To assure the sharp-edge effect, the lip of the
piston adjacent to the orifice should not exceed
1/16-inch in width. The orifice area may be reg-
ulated by varying the inside diameter of the cylin-
der or by cutting grooves of varying width or
depth in the inner wall. Care must be taken with
the former method as accumulated tolerances on
piston and cylinder diameters may result in annular
areas which are much too large. Hydraulic systems
now in use operate at pressures from 1000 to 5000
psi, depending on individual requirements. 0-rings
or T-rings are used for seals. In most cases,
spring resistance is small and is not considered
in computing recoil distance. However, this is a
matter of judgment and it may sometimes be ad-
44
CRADLE BREECHBLOCK tz
(
SPRING
visable to include the spring force, in which instance
the hydraulic resistance will be reduced accordingly.
E SPRING DESIGN, CONCENTRIC TYPMS
144. Springs are designed by conventional
formulas and are stressed to the elastic limit.
Dynamic stresses are not considered because a life
of 100,000 cycles is satisfactory and, in practice,
springs so designed usually exceed this number.
Buckling of springs must be prevented, either in-
herently in the design of the spring itself or by pro-
viding guides to insure lateral stability. Some-
times as many as 15 or 20 springs, with variations
in wire diameter, coil size, and number of coils,
may be investigated before one is selected. Each
end should be provided with an inactive three-
t
 6I00 6000

0 00 1. COM,,IND EFFECT Of PMOPELLANT GAS ANO

) WEIGHT OF "ECOILIN PARTS
500 - 5000 2. EFFECT OF RECO.L MCHANISM

3. RESULTANT CURVE DURING RECOIL

-- NOTE:
400 .4000
8 EACH CURVE WAY SE READ AS FORCE OR
ACCELERATION FROM PROPER SCALE
S -- 2 3000

0 8I I0
III

"200 2000 -O - -

ro o c.- ES CEASE ACTING

a IU

B B

O -

20

0 0 J5t 1 20 25 so 36 40 45 so 55
TIME"
of
R ECOL ( 1110111)

h. 6 Figure 32. Veoicity.Tme

O CurvThe
ofRcil
20

V0 112
40
00 5 t 15 20 25 30 35 40 45 50 55
TINE OF RECOIL (msec

Figure 33. Velocity- Time Curve of Recoil

Ilk 45
 24
020
12
o~
08
0 0.1 0.2 0.3
DISTANCE OF RETARDED RECOIL Ift)
Figure 34. Yeokci/y-Distance Curve oi Recail
quarter coil. The spring is never permitted to
reach solid height at maximum recoil, but, should
have approximately 1-inch between coils so that
hydraulic fluid may flow freely between them.
Special, noncommercial manufacturing and in-
spection procedures are used. Tolerances are se-
vere. Ground stock is always used, generally
heat-treated and shot peened.
145. If guns are to be fired at high angles of te-
vation, up to or approaching 90%, the installed, or
in-battery, spring-load should be 130 percent of
the weight of recoiling parts. Where high eleva-
tions are not required, as in tank guns, this figure
should be 100 percent, if possible. Sometimes,
particularty in tanks, space limitations may dictate
still lower loads, down to the equivalent of 45
elevation (see Paragraph 139).
Xf. DESIGN OF DOUBLE RECOIL SYSTEMS*
A. INTRODUCTION
146. A double eccoil gun has two scparate recoil
* The theoretical approach is based on original work
done by Dr. Rupert Eksergjan or The Franklin Instiute.
46
0.4 0.5 0.6 a.?
systems, one designated the primary and the other
the secondary recoil system (see Fig. 35). There
are certain advantages to this type of gun over one
with a single recoil system, particularly in large
calibers where a long recoil is required. For a
limited space, a larger recoil distance results thus
reducing the horizontal ground reaction as well as
providing greater stability of carriage in or out of
battery. It also permits a lower silhouette and
shorter guides or rails.
147. The primary recoiling parts consist of gun
tube, breech, either guides or sleigh, and certain
parts of the primary recoil mechanism that are not
fixed to the secondary system. It recoils on the
guides in the cradle of the top carriage and is in-
cluded among the elevating parts. The secondary
recoiling parts consist of top carriage, cradle, part of
the primary recoil mechanism that does not recoil
with the primary, and that part of the secondary
recoil mechanism which is not fixed to the bottom
carriage; in fact, everything that recoils upon the
bottom carriage, exclusive of the primary recoiling
system. The secondary guides on the bottom
carriage are fixed in a horizontal position. A turn-
table beneath, and connected to the bottom car-
riage, allows for traverse of the equipment.
 S --PRIMARY RECOIL. MECHANISM

-TOP CARRIAGE 0 CRAD E

SECONDARY REOIL MECHANISM

DOTTOM CARRIAGE

Fipgr U5. G. Wdf Do".a Recoil Medoahm

a. acoa. macn the primary and secondary recoil forces while a

148. In a gun with a double recoil system, there
we two recoil forces, one between primary and
secondary recoiling parts, known as the primary
red for, and one between secondary recoiling
parlfand bottom c ae, known as the secondary
suming that the forces are constant throughout the
length of recoil.
Step 4. Determine the components of the pri-
mary and secondary recoil forces in order to
design the various parts of the recoiling systems.

recoil force. The primary recoil force, denoted by
K consists of three components: the hydraulic
resistance to recoil in the recoil cylinder, which is
the principal resistance to recoil; the force due
to pressure in the recuperator cylinder; and the
force due to friction on the primary guides. Te
feondary recoil force, denoted prim also consists
o andhydraulic force, a recuperator force, and
friction force , primary and secondary recoiling masses.
Step 5. Determine the variation of the relative
velocity of the primary recoiling mass with the
relative primary recoil distance and of the velocity
of the secondary recoiling mass with the secondary
recoil distance.
Step 6. Determine the primary and secondary
forces in the recoil cylinders by a step-by-step
integration of the equations 6f motion of the
Step 7. Investigate counterrecoil.

1. Nomenclature
C. FPROCDURE FOMDYNAMIC ANALYSIS The following nomenclature applies to the double
149. The final calculations for the recoil action of recoil calculations:
a double recoil system are long and laborious. In Fs - propellant gas pressure force
order to reduce the work to a minimum, several g - acceleration of gravity
preliminary solutions are initially made. These us- K - primary recoil force
amily enable the final step-by-step integration of the Lt - primary recoiling distance relative to the
equations of motions of primary and secondary re- secondary mass
coiling masses to be performed but once or twice, L2 - secondary recoil distance
effcting a considerable saving in time and labor. L, - total horizontal movement of center of
The complete procedure is summarized below fol- gravity of m during recoil
lowed by a detailed description of each step. mI - primary recoiling mass
m2 secondary recoiling mais
Step I. Assume a primary and secondary recoil m - mI + m2 - total recoiling mass
distance. NI - normal reaction of primary recoiling parts
Step 2. Find the preliminary primary and sec- N2 - normal reaction of secondary recoiling parts
ondary recoil forces using the assumed primary R - secondary recoil force
and secondary recoil distance. s = displacement of center of gravity of m during
Step 3. Determine accurately by trial and error recoil

* 47
At increment of time '

vI
9 -velocity
" velocity of
of primary
secondaryrecoiling
recoilingmass,
massabsolute
f- initial velocity of secondary recoiling mass
,-initial velocity of primary mass (velocity of
free recoil)
p. -- horizontal velocity of center of gravity of m
- initial horizsatal velocity of center of gravity
ofm
a,, - velocity of primary recoiling mass relative to
the secondary mass
vk - initial velocity of primary mass relative to
W, - secondary mass mass.... scdyto-o
weight of primary
W2 - weight of secondary mass ,,,,,,... -,v,,.,v/,, :^,
x, = primary stroke relative to secondary stroke Rp 36. Phww Foa of a Dmit wi

# - angle of elevation of gun measured from the SW

horizontaL.
Z 'DetaledDi m the propellant gs folbe F,, have dissipated.
Figure 36 is a diagram of the preliminary forces of
150a (Step I) Recoil Dirtaes.*A primary and a double recoil system. To simplify the derivation
secondary recoil distance must be selected first, for the preliminary values of the recoil forces, sev-
This selection is based upon size of equipment, eral assumptions are made. (I) the primary and
space available for the recoil mechanisms, high or secondary recoiling masses reach zero velocity
low silhouette, and other ordnance considerations. simultaneously, (2) when the initial recoil velocity
Once the recoil distances have been established, the is imparted to the pnmury mass, the secondary
problem resolves itself into making a design to velocity is still zero, and (3) in the derivation, Kand
meet these requirements. Full advantage should R are constant.
he taken of these recoil distances, for greater
distances mean lower recoil forces and lighter Derivation:
equipment. m - M, + 2W. (74)
151. (Step 2) Preliminary Recoil Forces. With
the primary and seccndary recoil distance de- From conservation of momentum:
termined, preliminary primary and secondary re- tMV - mt (V, cOal + V2) + m2 V2 ; (75)
coil forces may be found from the expressions de-
rived below. The formulas for the primary recoil the initial momentum:
force Kand the secondary recoil force, R, are: nm,W - mI (VWcosl + VZ) + m2VZ; (76)

K M, f I 42 2
Lo l+m
8OS 1 but by assumption, ft is zeo. Then,
L +ose L,2 M 2 mow - micoss. (7T)
+ W, sin0; (72) Also, mL. - -l,(Lcosf +L2)+m 2L 2, (78)
and: and: mdkh - om,t, + d + 2!
R (VIcOs$) 2
Ima (73)dt (WS Y -t-m t-'
+m 2)
+_M2
(79)
L, cosO + L2m:
"I(
-MI For the primary recoiling mass, from the law,
The maximum velocity of free recoil is imparted F = ma:
instantaneously to the primary recoiling parts, i.e., mi /(cos e~'+
dv ?) =*-K cost + N, sne:
_

Step numbers of sub-headings in Paragraphs 150 to 182 -dt d K 8

refer to stips summarized in Paragraph 149.
(80)

48

*1 A
and for the secondary recoiling mass: Substitute e/ for v,,. Although vr- v,, + ep, the
expresson is written v. - e, because ft is assumed
M2! - +Kcost-R- Ntsine, (81) to be zero:

where N is the normal reaction on the primary re- R - W)m2 (73)

coiling parts and also is the normal load applied L, COS 0 + (mi +7

to the secondary recoiling parts. \ MI I

Solving for the primary recoil force, K, from the
Now, adding Equations (80) and (81): law of the conservation of energy, and assuming
MI (CO 8!t, + d11)+ M2 R; now thatKas well asRis cnastant:
Imv - XL, I +"RAL 2 --WIW,-Lsin -;
in;
(82) triS

and combining Equations (79) and (82): from which: K - mj2 - A L2 + WILt sin 0
Lt

m R. Substituting for R:
2
But: , - fmt L2
8m,(e~cosG)"
me,
de,. _ts de,.Lt cost + L 2 ( m
di i MM d K L (mi~m,
therefore, + Wt sine;
d. -; and:
0s K mi 1, -L 2 Cos2e

and: t .u.d - L C'm Mis"L

-mV2 + W, sin 9. (72)
and: 2 - -RL,,;
2 152. (Step 3) Recoil Forces, Constant. While
from which: the primary and secondary recoil forces obtained
in Paragraph 151 are preliminary, they yield a good
1<R= _ starting point. These values will not give the
2L, proper distances because they are derived from as-
Now, substituting in this equation the following sumptions which are not rigorously applicabla.
values of m, Lt, eui, It is necesrary that the forces be more nearly cor-
rect, which is accomplished by a trial and error

m - mi + M2 , (74) method. The approach is described below, first

for the primary recoiling mass and then for the
mm,1 +COS
it', (77) secondary recoiling mass. Both recoil mechanisms
mi + M2" are designed for their respective critical con-
0+ L2 ) + m2L
mLCos ( ditions, maximum elevation for the primary and
4,. - ( L + 2m (78) zero elevation for the secondary.
there results: 153. Calculations for the primary recoil distance
are divided into two parts: (a) the distance traveled
mi V",CCos 0%2 while propellant gas pressure is acting amnd (b) the
A__(MI + 2_ _ iMt+ m2 L distance traveled aiter the gases cease to act. In
rmiL cos+ L) + MA both cases, the prcliminary values for K and A
2 '(L')Mi + M2 found in Paragraph 151 are used. As just men-
tioned, they will not immediately yield the correct
M2 (v,, cos 0)2 recoil distances but, by adjusting their magnitudes
"m,(Li cos 9 + L2 ) + m2L2 several times and solving for the distances in each

49

pb
 case, the trend toward the correct values
can be Substituting in the equation F - ma,
found and proper values of K and R will soon be there rults
for the force along the primary guides the equation,
determined. It is also possible to adapt double
recoil calculations to high speed computers. I
dynamics of the primary and secondary The mi. + "cose)- F -
recoiling t\ d do -
masses of a gun with a double recoil K + Wt sinG; (83)
action are and for the force perpendicular to
presented in the following derivation. the prima
and efothe fo n,
154. Figure 37 shows the forces on a
double re- giides, the equation,
coil system. Also, refer to the schematic
Figure 36 and the vector diagram in sketch in
Figure 38. mt sin - - W*cos9 (84)

or+tI(
t at COS 0)

C.G. OF PRIMARY
RECOILING PARTS

C.& SECONDARY
RECOILING PARTS

F9 = PROPELLANT GAS FORCE

K = PRIMARY RECOIL FORCE
R - SECONDARY RECOIL FORCE
N, = NORMAL REACTION OF PRIMARY
PARTS
N2 - NORMAL REACTION OF SECONDARY
PARTS
W, = WEIGHT OF PRIMARv PARTS
Ws= WEIGHT OF SECONDARY
PARTS
m1(0r+GzCOS 8 ) - AXIAL
INERTIA FORCE PRIMARY
PARTS
m 2 e2 = INERTIA FORCE SECONDARY
PARTS
* TURNING MOMENT OF PRIMARY
PARTS
a TURNING MOMENT OF SECONDARY
PARTS
o ANGLE OF ELEVATION

Figure 37. Forces on a Douol* Recoil System

50
 Dividing by ml:
)d._, F, - K,-
+ Wsin-

-Kcos2 0 W, COO sine 0 qRcose0 (9

d., m2 + m+sin 2 , (
"d"-155. (Parta). If an increment of time and the
Ld--COS - !a sc corresponding increment of velocity are known, the
Sd
t product of the two will be the increment of distance
" ONIZONTAL traveled during that time. Therefore a convenient
increment of time, at, is assumed and the cor-
responding increment of relative velocity, av,, is cal-
FIW' $8. Acceaion Diagram of a Dout* R" culated from Equation (89):
System . + W sin. -

For the secondary recoiling mass, the equation of , -W, sin

$ (90)

- Kcos, - N, sin, - A. (85) The increment of distance, Ax, is found by multi-

dt
Now, from Equation (84): plying the time by the corresponding velority.

t rZAt,
NI - m I sin9 + W, cos;. 0, -YZv,,
t vax, - v, hI, the increment of distance during ac-
Sulb~ttuting this value of" N, in Equation (85) celeration,
there results: d X - zeatx,

zd - Kcos 9- m, sin 2 These calculations may be conveniently tabulated

as shown in Table
I.
- Wcosesin, - R;
transposing: TABY" I

(2 + Msin20)~ d2. KCO 8 at , AX,

dl t ' (zAV) , (XIz,)
Wcos sin# - R.
W- (86).. ..
Now, to find the relative acceleration of (the
primuary recoiling mass, from Equation (83):
MI - F, - K + W, sin 0 - m, 0 cos
c 0;; (87) 156. (Part b). To calculate the distance traveled

from Equation (86): after the propellant pressure ceases, it is necessary

to find acceleration and tume for the remainder of
d m2 + ml sin2 R (88) the primary recoil stroke. With the propellant gas
force, F,, equalling zero, Equation (89) becomes:
Then, substituting the ,alue of duJdk obtained in
Equation (88) into Equation (87), there results: 0, =W sin*- K
,
dv 2
m"- F - K + W, sin, Kcos
K 2, -- mW, sin cos22 f - Rcosf
2 + m, sin f - (89a)
(Kcos2, - Wt cos2 ,sin 0 - Cos,)MI
-m + m, sin2 0 and since all terms are constants, a, is also constant,

51
and negative, indicating a constant deceleration. In this case, K, is the primary counterecoil force
The total time of deceleration is: of the recuperator less friction forces. The time
required for the primary mass to reach the specified
t# -
a, (91) velocity is:

where 9,, is the relative primary velocity wben pro- U. . (91d)

pellant pressure ceases. The primary recoil stroke a,
during deceleration is: And from Equation (88), the acceleration of the
.- id, 41 (91a) secondary recoiling mass is:
Kt cos -- W, sin scose -- R
Therefore, the total relative primary recoil distance m2 + ml sin 2 9
traveled during recoil will be the sum of that
traveled durig the propellant pressure period and The distance traveled by the secondary mass is:
that traveled after the propellant pressure period. xd, - rt. + 4
X a . (91e)
157. In order to determine the secondary recoil
distance, the calculations are divided into three from.t(Parimc)ofCaculatethemdistancetreled
parts, (a) the distance ~traveled
the relative ~ until~velocity,
primary the time when
bcmszr, v,, from
vlcte,, thetotime
om
the timeaithat the
pia secondary
condaryecil
velocity
the relative primary velocity,* v,, becomes zero,
(b) the distance traveled from the time the relative becomes zero. The secondary velocity at the end of
primary velocity becomes zero until it reaches a t, becomes:
predetermined maximum counterrecoil velocityt V2 - V2 + a2l. (910)
and (c) the distance traveled
the elaiveprimry from the he
eloityattans time r~.
that From Equation (88) the secondary acceleration
the relative primary velocity attains the prede. becomes:
termined counterrecoil velocity to the time that the
secondary velocity becomes zero. As before, the Kcos O- W, sine cos 9- R
preliminary values for K and R are used. am2- m msinl+ 2 S
158. (Part a). Calculate the distance traveled the time is:
x2. during the time, t, of primary recoil. From
Equation (88): t, (919)
24- Kcose-- W si - R and the distance is:
a,2 + Mta,
1 - aath
jaat 2 , (91b) x -ij, + a2,4,.
v% - az.t. (91c) j The total secondary recoil distance is the sum o the
above three distances. Thus:
159. (Part b). Calculate the distance traveled
"from the end of primary recoil until the primary 2 + x2i-
X2 - x2. + x U (92)
mass attains its specified maximum counterrecoil 161. (Step 4) Components of the Recoil Forces.
velocity %,. From Equation (89a), the relative The foregoing calculations provide for the de-
primary counterrecoil acceleration is: termination of the total primary and secondary re-
WI sin 0 - K, coil forces for the given recoil distance. However,
ml in order to design the recoil and counterrecoil
mechanisms and the recuperators, it is necessary to
_Kn cos 2 0M-- W sin9cos
, 2
9- RcosO know the values of the components of the total
m2 -+ m1 sin 2 6 recoil forces; i.e., how much resistance to recoil the
The velocity or the primary recoiling mass relative to recoil cylinder offers, how much the recuperator
the secondary recoiling mass is referred to as the relative offers, and how much friction offers. Stated in
primary velocity, for brevity. Similarly, the velocity of the equation form, the primary recoil force is:
secondary recoiling mass is referred to as the secondary
velocity.
t This assumes that there will be a buffing device provided K - K, + K + KX, (93)
t curtail the zounterremoil motion. and the secondary recoil force is

52
 R - R5, + R. + R1, (94)
KA - hydraulic resistance in primary system,
K. - recuperator resistance in primary system,
g, = friction resistance in primary system,
R, - hydraulic resistance in secondary system,
f. - recuperator resistance in secondary system,
R1 = frictional resistance in secondary system.
Now K and R have been calculated and the K, and
, for~ces throughout tb. length of recoil may be
calculated from the formula for polytropic com-
pression:
Po V - P. P;
but:
V, - V0 - Ax,
q P
-v
V0 A
1are (95)
and the recuperator resistance at any recoil distance
is:
K.. - P.A,
w A -effective recoil piston area,
whexe. A etroil ponen , the acceleration of secondary recoil varies with the
n rpolytropic exponent,
P0 -recuperator gas pressure in battery,
P, recuperator gas pressure at x,
Vo - gas volume in recuperator in battery,
,- gas volume in recuperator at X,
x - any rcoil distance.
162. The recuperator gas pressure for the pri-
mary sy!", a is found in the same way as for
single recoil systems. Rewrite Equation (4) to
associate it with a double recoil system.
K. 1 ,,i t(Wsin6 + AAWt cos9-+f). (96)
Refer to Chapter VIII, Part G for the discussion on
the method for determining the primary recuperator
characteristics. The characteristics of the see-
ondary recuperator can be determined in the same
way except for the initial force in battery which is:
=' ) 2 (W1 + WZ), (97)
where, based on previous experience, \2 = 0.25.
163. The frictional forces resisting both primary
and secondary recoil are determined from the forces
normal to the guides. In the case of the secondary
guides, the total frictional force is readily de-
termined because these guides are always hori-
zontal, and the sum of normal forces is the static
53
weight of the mass resting or. 9't plus the ver'ical
component of the K force. out tor the primary
guides, the normal forces are influenced by several
contributing tactors, all of which are not so simply
evaluated. One is the normal component of the
static weight of the primary redoiling mass; another
is the dynamic forces due to the accelerations of thi
primary and secondary recoiling masses; and a
third factor which develops because the accel-
erating forces are located so that they produce a
moment about the cradle guides or bearings, and
thus may increase the normal reactions. Figure 39
shows these forces and reactions. Pamphlet. No.
ORDP 20-341 on Cradles discusses in detail how
the reactions are obtained. If R, and R2 act in the
same direction, their sum equals the sum of the
forces parallel to them. However, if R, and R2
opposite in direction, their arithmetical sum is
greater than the sum of the normal components of
the forces, thus increasing the frictional forces.
164. There will always be a normal component
of the static weight of the primary recoiling parts
which will produce friction on the guides. The
dynamic force on the primary guides resulting from
angle of elevation simply because, at high angles of
elevation, the normal component of the dynamic
force due to secondary acceleration is a larger part
of the total. Experience has shown that, at high
angles of elevation, the secondary accelerations
may be as large as those at low angles, but occur
for a much she: ,. t;ne i'r'cvR
165. Theoretically this dynamic force should be
considered when designing the primary recoil
cylinder but, from a practical viewpoint, it is better
to omit it. If it were included, the design hydraulic
brake force would become smaller because a
greater proportion of the total retarding force
would be composed of friction. Then, if the recoil
cylinder were designed to this reduced hydraulic
force and the frictional force failed to be realized,
there would be insufficieni hydraulic recoil re-
sistance over most of the stroke. Recoil velocity
would exceed specified limits: there would be a
greatly increased hydraulic force toward the end of
the stroke, and the recoil distance might easily
become inadequate, perhaps to the extent or
causing damage.
166. On the other hand, if the friction force of
the dynamic load is excluded from the calculations
but does occur in reality, no great harm is done. It
 FRONT BEARING

REAR BEARING

Fo = INERTIA FORCE DUE TO PRIMARY ACCELERATION

F9 = PROPELLANT GAS FORCE
F1 = INERTIA FORCE DUE TO SECONDARY ACCELERATION
ft = FRICTIONAL FORCE ON FRONT CRADLE BEARING
fz = FRICTIONAL FORCE ON REAR CRADLE BEARING
K, = RECOIL ROD FORCE

R, = NORMAL REACTION ON FRONT CRADLE BEARING

Ra-= NORMAL RUACTIZN ON RE/R CRAntF BEARING
W == WEIGHT OF PRIMARY RECOILING PARTS
8 = ANGLE OF ELEVATION

Figure 39. Applied toads and Reactions on Cradle

simply means a shorter recoil distance, because the
recoil resistance is greater than calculated leading
to a conservative design.
167. Another source of friction which may be
figured to be very large is the moment on the
primary guides mentioned in Paragraph 163 (see 0 in
Fig. 37). In the initial stages of design, however,
this moment cannot be accurately calculated be-
cause of the vagueness of the weights and centers of
gravity of the various parts. Even in final design it
is difficult to determine closely, due to the un-
certainty of the friction coefficient, which may be
0.1, 0.2, or even 0.3. Not too much dependence,
then, should be placed upon friction as a means of
resisting recoil. So, for these reasons, and because
neglecting it is conservative, friction caused by the
moment on the primary guides is omitted from the
computations. For primary recoil calculations,
the only guide friction considered will be that
caused by the normal components of static weight

54

4
of the primary recoiling parts. The coefficient of
friction will be assumcd as 0.15 and the resulting
friction is the K, force.
168. The friction of the sc-ondary guides has
been separated into two parts for ease of computa-
tion. That which is due to the static weight resting
on the guides is designated as Rf,, and the friction
arising from the vertical component of K, the
primary recoil force, is called Rh. Again a co-
efficient of friction of 0.15 is used.
169. Now, at ar.y point during rcoil, the forces
K, R, K., Kf, R., and R., are known and therefore
it is possible to calculate K, at any point. From
these data, curves are drawn indicating the variation
of hydraulic, gas pressure, and friction forces with
recoil distance for the primary and secondary recoil
systems.
170. (Step 5) Variation of Recoil Velocities with
Recoil Distances. The previous paragraphs ex-
plain the derivation of hydraulic forces in the
recoil cylinders for any recoil distance. In order
to design the recoil cylinders, it is also necessary to
have the variation of primar) relative velocity with
primary relative recoil distance, of secondary veloc-
ity with primary relative distance, and of second-
ary recoil velocity with secondary recoil distance.
These are calculated as follows: The variation of
recoiling mass with distance
primarycacultedthrughtheendof
velocity of thehasbee
he ro-
has been calculated through the end of the pro-
pellant gas period (see Paragraphs 154 and 155).
After the propellant gases cease to act and until the
relative primary recoil velocity is zero, the following
formula is used to determine the primary velocity at
any distance of recoil:
i,, - V'",+2axp, (98)
where:
v, the relative primary velocity at the end of
the propellant period,
a, = the acceleration; if a deceleration, the sign
before it must be minus,
x= any distance from the position at the end of
the propellant period to the end of recoil.
171. For the variation of velocity of the sec-
ondary recoiling mass, the calculat'rns are divided
into three steps in accordance wit;, the three di-
visions previously estab!ishied for the determination
of the secondary recoil distance (see Paragraphs
158, 159, and 160). The three steps are listed
below with the formula to be used for each.
55
a. During the period of primary recoil,
b. From the instant tda the primary relative
recoil ve!ocity equals zer until the primary re-
coiling mass is reacceleraml to a constant maui-
mum velocity (in countersel):
Vil - ; + 2 a2.x,.; (100)
c. From the instant that the primary counter-
recoil velocity attains the mnstant value until the
secondary velocity equals aro:
9I, . V, + 2 as. xi,, (101)
where in each of the expresions the letters v.,. a2,
and x2 pertain to velocity, acceleration, and dis-
tance of the secondary recoil. Due regard for posi-
tive and negative signs must be exercised.
172. From these data, cwves are drawn, one
showing the variation of the relative wrimary reciit
velocity with the relative primary recoil distance
and one showing the variation of the secondary re-
coil velocity with the secondary recoil distarte.
ths curves mabe drawn on the se raps
th rat n onte for ewithc
e ma
dices (e paindin Smp 4, Pr ah re1).
Withntes setsoacres tn thePrary recoi
With thewe sets of curves, then, the primary recoil
orifice may be determined by substituting the ap-
propriate values in Equatio (36):
w, (102)
4
where: a. - orifice area,
C. - orifice constant,
A - effective piston head area in the
recoil cylinder.
p - man; density ot hydraulic fluid.
K,, - hydraulic force,
v, - velocity of recoil.
The orifice area for the secondary recoil mechanism
is ca!culated similarly.
173. (Step 6) Recoil Forces. Variable. In the
design of the recoil control rods, it was first as-
sumed that the recoil forces wire constant, which
is not true; in fact, it is impossible. Peak% will
occur at points along the travels of both primary
and secondary recoil masses, particularly near the
end of the recoil Wtroke. It is now necessary to
ascertain the magnitude of these peaks and check
the recoil rods with due zonsideration of the peak- d02 (Kcose - Wi cos0sine - R dt. (104)
ing. The primary constant recoil force was ob- M2 -+mi sin 2 8 /
tained for its critical condition, maximum gun ele- These equations are organized in tabular form in
vation. Thrt, using primary constant force, the Table 2, Paragraph 174, and are integrated step-
secondary constant recoil force is computed for its by-step. K and I forces are divided into their
critical condition, zero degrees gun elevation. The respective components, as shown in the tabler
control rods are tentatively designed to satisfy these These two compneutauins must be made at zero
conditions. To check both recoil rod designs for gs degrees
dges andand maximum
maximum gung ekvation.
elevat If, upon
zero
excessive peaking, the two equations expressing the completion, the calculations disclose that recoil
acceleration of primary and secondary recoiling force peaks too high near the end of recoil, idi-
masses are used. From Equation (t cating the need for more recoil distance, the recoil
d Fv K + W, sinA rod or rods must be redesigned. If this be the
dpm) dcase, the entire procedure must be repeated from
the beginning. The precise method for carrying
- ,XCO S - W, COS2 sin 8 - Rcos ON dt; out the step-by-step integration is given below.
M2 + Mt SinU2 #J The table headings are shown in Paragraph 174
(103) and each heading is explained in detail in Para-
and from Equation (88), graph 176.

174. The form for step-by-step integration of equations of motion of double recoil action for the
determination of recoil force is shown in Table 2.

TABLE 2
1 2 3 4 5-1 6 7

S U ,AX, XP ,
V&

in. in011)
in/sc
e c i ls/eW in / cin

j
l 9 10 !1 12 13 14

,,7 ." F' .1'2

V

lb -(l5,) Ib lb K* ,+K.+, lb in/sec

15 16 17 iS 19 20 21

in/sac 1b 2
in/stc Inin.

22 23 24 25 26 27 28

P/1 RA R ki F, k2 K k #R

O sin 0 + R1 , + st,
lb lb 1b lb

56
 TABLE 2 (Coat.)

"29 30 31 32 30 34

k4 .19F kAs ks R Ae Aft

kP 5 + kAK kjK + ks. + km

+ iR+ k.,

175. Definitions of Symbob in Table 2:
S- reiativc velocity of piny reoilin h
with respect to the secondary recoiling mass,
S- velocity of secondary recoiling mass,
x, - relative recoil distance of primary recoiling
mass with respect to the secondary recoiling
mass,
x2 - recoil distance of secondary mass,
9, - recoil velocity with constant recoil force,
K,%- hydraulic force in primary recoil cylinder
with the recoil forces K and R assumed
constant,
K, - hydraulic force in primary recoil cylinder
with the recoil forces K and R variable,
Kr, - primary recuperator force,
K/ m friction force on primary guides from static
weight only,
R. - secondary recuperator force,
Ri, - friction force on secondary guides from
static weight only,
RI, - friction force on secondary guides produced
by the primary recoil force, K.
Rh - hydraulic force in the secondary recoil
cylinder with the recoil forces K and R
variable,
R, - hydraulic force in secondary recoil .ylinder
with the recoil forces K and R constant,
0 - coefficient of friction,
* - angle of gun elevation measured from the
horizontal,
176. Following are eplanations of the column
headings of Table 2 mordinjg to the numbered
sequence of columns:
1. Time is divida into intervals that are
aritrarily emlted to fulfiil a corn-
promise. The muller the interval,
At, the mom accurate the calculation
but the weaw the labor. A good ap-
proach is to assume small increments
of about 0.00i to 0.004 second during
the propdlaw pressure period, where
forces arw lbW and changing rapidly.
Aflte the prpellant period, larger
intervals, 0.020 to 0.040 second, may be
used. Howe, near the end of recoil,
it is good practice to again take small
increments ia order not to miss the
peaks which may build up very ,ud-
denly.
2. Av, is the estimated change in primary
relative recoil velocity during .11 and is
later to be checked against Column 30.
3. v, is the primary relative recoil velocity
and is the summation of lv,.
* -, L te inrement of displacement
ef the primary
c, recoiling
during
mass relative to the secondary recoiling
mass and equals v, U.
5. xr, is the displacement of the primary
recoiling mass relative to the secondary

IaM, recoiling mass and is the summation of

mI + m 2 6. v, is the velocityof the primary recoiling
k2 -m (i 2 + m sin' 2 9) mass, which is obtained from the curve
drawn by assuming the primary and
S COS secondary recoil forces, K and R. to be
2 +mi sin 2 a constant (see Paragraphs 154 to 172).
sine 7. (vjv, )? is the ratio used to convert the
2 mt2)gsin2
"M(MI ++ m 2 primary recoil force. K, from a constant
to a variable to conform with the
ks - lhydraulic force, K,. This ratio is ap-
+ mI sin2
2 plied at c tch increment of time through-
W, sin a cos 0 out Ihe length ofirecoil. The piston rod
" +- sin2-0 26 force of a recoil cylinder is:
57

m m m | m m m

m
 (p AlJf~\18.
k'=2C~oa. ' coiling hwass obtained from the curve
(102 rearranged)
See Paragraph 172 for symbols. From
this equation it is evident that the force
is directly proportional to the square of
the relative primary recoil velocity
which is the same as the relative primary
piston rod velocity. Since no dimen-
sions or constants have been altered,
the only term in the expression that
changes is the velocity, v,; hence the
ratio (,/0)2.
8. K*, is the hydraulic force acting on the
primary recoil piston head, obtained
from the curve drawn with K and R as-
sumed constant (see Paragraph 169).
9. Kt, is the hydraulic force acting on the
same piston head with variables K and
R, and is obtained by multiplying Kh,
by the ratio (v,/v,) 2.
10. K, is the primary recuperator force
and is taken from the graph drawn
according to instructions in Paragraph
169.
It. K,. is the friction force on the primary
guides assumed as the product of the
weight component normal to the guides
and the coefficient, ,. Assume u equal
to 0.15.
12. K is the total primary recoiing force
consisting of Kh + K, + K. where
each force is as explained above,
13. F, is the force acting on the projectile
due to the propellant pressure and
equals the pressure multiplied by the
bore a-ca. The pressure is obtained
from the ballistic curve of propellant
pressure plotted against time.
14. av 2 is the increment of velocity of the
secondary recoiling mass and is ob-
tained from Column 34.
15. v2 is the velocity of the secondary re-
coiling mass and is the summation of
16. Ax 2 is the increment of displacement of
the secondary recoiling mass and
equals v 2 at.
17. x 2 is the displacement of the secondary
recoiling mass and is the summation
of AX2.
58
vz, is *he velocity of the %condary re
drawn by assuming the recoil forces,
K and R, constant (see Paragraphs 171
and 172).
19. (V2/v,,) 2. See description of Column 7.
20. R., is the hydraulic force acting on the
secondary recoil piston head obtained
from the curve drawn with K and R
assumed constant.
21. Rh is the secondary recoil piston rod
force with varying forces, K and R, and
is the product of R., and (v2/v2,) 2 .
22. R, is the secondary recupcrator force,
from the curve drawn according to
Paragraph 169.
23. Rf is the friction force on the secondary
guides due to the weight only and
equals the coefficient of friction, p,
multiplied by total static weight normal
to the secondary guides (this includes
primary and secondary masses). is is
assumed as 0.15.
24. Rt. is the force due to friction produced
by the primary recoil force, K, and
equals MK sin$, where is assumed as
0.15.
25. R is the total secondary recoil force cor-
sisting of the secondary R,, the sec-
ondary R., and the secondary Rf, and
Rs2
26, 27, 28, and 29. These are the different
components of Av, simplified so a.- to
aid in the computation. The various
constants have been defined in Para-
graph 175.
30. Ap, = k 1F, + k2 K + k 3 R + k4. This
is the inc zinent of the relative primary
recoil velocity. It represents in con-
densed form Equation (103):
=F,- K + W, sinG\
i1, =At
_ 1Kcos2- W, cos2 0sing - Rcos0\
- m2-+ mnsin 2 9 t.
31, 32 and 33. The items in these columns
are the different components of At 2
simplified so as to aid in computation.
The various ccnstants are defined in
Paragraph 175.
 34. At 2 = k 3 K + k 5 R + k 6 . This is the
increment of the secondary recoil
velocity. It represents in condensed
form Equation (104):
K s 9 - W: cos0 sin 0 - R
A -(co 0m + e - Asin t. (104a)
177. Following is the procedure for step-by-s.ep
integration, using Table 2. Assume an increment of
time, At. Estimate the change, Av,, in relative
primary recoil velocity which occurs during at.
The summation of this plus all preceding increments
in velocity is the total relative primary velocity at
time, t, and is designated v,. Ax,, the increment of
primary travel during At, is computed from Ax,
v, At, and the summation of Ax, is x,, the total
travel at time, t. From the graph, based on
constant recoil forces, of primary relative velocity
versus primary relative distance, the velocity, v,, at
this distance is found. Calculate (V,/v,) 2 . Find
K., from the graph, based on constant recoil forces,
or primary force versus distance. K, is calculated
from K, =- KA, (v,/V)2. K. is determined from the
graph of primary recuperator force versus primary
relative distance, based on constant recoil forces,
Kris the primary static weight component, normal
to the primary guides, multiplied by the coefficient
of friction. K is the sum of K,, K., and Kp The
propellant pressure force, F,, is found from the
curve of propellant pressure versus time. AV2 is
found from Column 34 and v2 is the summation of
Av2. x 2 is the summation ofv 2 At. Knowing x 2 , the
secondary velocity, v2,, is obtained from the- graph,
based on constant recoil forces, of secondary recoil
velocity versus secondary distance. Calculate
(V2/v2,) 2. R5 , is found from the graph, based on
constant recoil forces, of the secondary hydraulic
force versus the secondary recoil distance. R, is
equal to R,, (t 2/ 2,)2 . R, is taken from the graph
of secondary recuperator force versus secondary
distance. Rf, is the secondary guide friction due to
static weight only. The secondary friction due to
primary recoil is Rf, = juK sin 0. The total sec-
ondary recoil force is R = RA + R. + R11 + Rf-.
All the constants, ki, k 2, k3, k 4 , k 5, and k,, are
calculated for the increment of time selected, and
kjF, k 2 K, k3R, Av,, k.jK, k.R, and Av2 arc all
readily determined. If the final value of Av, is not
in conformity with the value estimated at the be-
ginning of the computation, the calculations must
be repeated until agreement is reached.
54
178. The above procedure is necessary ror the
first increment of time and may be applied to each
additional interval but a sontewbat les laborious
method is rxcommtnded. Forench new increment
of time, the average primary reoI velocity is taken
as the velocity
thereby at the end of the preceding interval,
eliminating the tedious and incessant trials
and errors. This simplified method introduces
some inaccuracy, which can be minimized by
assuming very small incrementsdtime throughout
the entire procedure. Even though a greater num-
ber of small intervals are used, there will still be a
substantial saving of time and effort. The greater
accuracy of the trial and error method seldom justi-
ffies its tedium. Whichever procdure is em-
ployed, it is carried through until the recoil
distances have reached their maximum values. If,
within these distances, the recoil motions have
become zero and the forces lae not peaked ex-
cessively, nor gone to infinity, the design is satis-
factory. Otherwise, the need for redesign is
indicated.
179. (Step 7) Cownterrecoil. The procedure used
for recoil calculations is also applied to counterre-
coil. However, design requirements are less
stringent than for recoil. All that is necessary is
to return the gun to the in-battery p,sition with
force- sufficient to overcome friction, but rPot to
create such high velocities that the weapon can
overturn during buffing. In guns of large caliber,
where double rec, I systems are used to bcsL ad-
vantage, there is ample time between rounds for
counterrecoil and very low velocities are accept-
able. Generally, forces large enough to overcome
friction under all design conditions are adequate
to insure a timely return.
180. The forces prcducing counterrecoil motions
are imparted by the recuperators and the velocities
are regulated by buffer mechanisms, the type of
which depends upon the recoil system employed.
Careful control of buffing is necessary as the in-
battery position is approached so that the inertia
forces in retardation remain commensurate with
stability. The counterrecoil velocities sometimes
are permitted to increase at will, until the buffers
are contacted, anj then decelerated to rest. Or.
they may be controlled throughout their strokes,
so that they increase from zero to some prede-
termrned values, are held there for the grc.,ter part
of thceir atrokes, and then are hutted to rest.
I81. To calculate counterrLcoil act~on, the 'ame
basic equations are used as in the primary and
secondary recoil computations. It is a continua-
tion of the same calculations, but with the addition
of primary and secondary buffer forces, K# and
R. Friction is reversed, and recoit forces K and R
become negative as the recuperator forces now
exceed the other components. Thus,
K - Kk - K. + Kf + Kb, (105)
and+
R - S - R, + R +- RI +, (106)
where, as before, forces assigned the symbol, K,
refer to the primary action and those designated R
refer to the secondary action.
182. Forces constituting K and R are all pre-
determined except Kb and Rb. Since both Av,
and av2 are functions of K and R, plus : constant
weight component, it is possible, by assigning
proper magnitudes to the buffer forces, to control
w,and v2 ir, counterrecoil. It is in this manner, by
manipulating the buffing, or throttling forces,
4 and Rb, that counterrecoil motion is regulated.
XII. RECOIL SYSTEMS FOR SMALL ARMS*
iNnODucrtON
183. Designers of modern, lightweight weapons,
particularly for aircraft, are confronted with con-
flicting demands for increased fire-power and de-
creased weapon weight. These requisites, involving
high muzzle energy, reduced recoiling mass, and
short recoil and counterrecoil time and distance,
combine to increase transient recoil forces. Large,
cyclic pulsations in these forces result in severe
vibration problems in airframes and associated
equipment. It is necessary that these recoil force
oscillations be mechanically damped to thi- smallest
possible amplitudes without impairing rate of fire,
operating dependability, or accuracy. This is done
through the application of what are known as
"soft mounting" techniques.
184. Recoil mechanisms for small arms are
termed "recoil adapters." Of the several types that
have been or are being developed, three will be dis-
cussed. (I) The ring spring represents the initial
attempt to produce a soft recoil mounting. Sim-
plicity of design and operation, plus durability, are
its advantages. (2) The sleeve brake derives its re-
* Reference 13.
60
tarding force from friction between a braided wire
sleeve and a brake-liner covered rod oscillating
within the sleeve. This force is always opposite in
direction to the motion of the recoiling mass to
which the brake rod is attached. (3) The hydro-
spring adapter generates its braking force by re-
stricting the flow of a hydraulic fluid by an annular
orifice. The fluid flow is deliberately made turbu-
lent to increase the frictional loss for energy dissi-
pation and rapid stabilization of the oscillations.
The sleeve brake and the hydrospring adapters are
more effective than the ring-spring type as they re-
duce peak-to-peak variations in trunnion force to
about 50 percent of those permitted by the ring
spring.
B DESIGN AND OJ nATMCARAA u Mt1CS OF
RM SPRINGS
185. The ring-spring assembly consists of a
number of inner and outer closed rings contacting
each other along conical surfaces. See Figure 40.
When axial force is applied, the rings telescope into
each other. A nearly uniform distribution of cir-
cumferential stress is obtained in both inner and
outer rings; the outer rings being stressed in tension
and the inner ones in compression. The rings are
highly elastic and, as the spring assembly is com-
pressed, the outer rings dilate and the inner con-
tract as each conical surface telescopes into the ad-
jacent one. Each pair of telescoping conical sur-
faces is considered a spring element. The total
deflection of a spring assembly is the sum of the
travels of the individual elements. Figure 40 also
shows a cross section of a single spring element.
The dimensions indicated, together with the num-
ber of elements, determine the design of a ring
spring.
186. In designing ring springs for recoil adapters,
the outside diameter and solid height are dictated
by space considerations. The highest resistance of
the spring is equal to the maximum recoil force.
The maximum deflection is based upon the maxi-
mum travel of the recoiling mass and upon the
spring preload, if any. A specific slope of the
conical surfaces must be assigned. Generally, a
minimum angle of approximately 14 degrees en-
sures release of the spring. Dimensions and certain
characteristics of the ring elements and spring as-
sembly are determined by the mathematical re'a-
tionship given below.
 III
DETAIL A -- siOWINS 011ma08O0 OP
LONGITUDINAL SECTOW OPa SWOLIE SPole WINOLE iP*0H ELEMENT

Fig"ur 40. Ring srng with S, Sping EImn

187. Nomenclature for ring spring design cal. * - mechanical efficiency of spring.
*cilations.See also Figure 40. % - coefficient of friction
Al - sectional area of outer ring element (area of a - numerical average of all circumferential
outer ring) stresses at load, F, disregarding signs
A2 - sectional area of inner ring element (area of a, - average circumferential compressive stress in
inner ring) inner ring at load, F
b - half the width of each outer and inner ring r, - average circumferential tensile stress in
C - constant used in Equation (107) and per- outer ring at load, F.
taining to the recoil motion 188. Mathematical Relationships
C, - constant used in Equation (108) and pertain-
ing to the counterrecoil motion c tan + %
D - outer diameter of outer ring tana (I - u tanct) (107)
D - inner diameter of outer r
tana - p
D- mean diameter of outektng C, - tana (I + Itan&)
d - outer diameter of inn# ring
d2 inner diameter of in ir ring
I - mean diameter of i. er ring FS
W-- (no preload) (109)
E - modulus of elas -.4v
F - axial force requiri* i. compress spring to its W
W. C
solid height "(
h - solid heightA**pring
2EW
' total number of spring elements (twice the 2

number of outer rings)

R - load deflection rate during compression s , D, + d2 _ (112)
R, - load deflection rate during return
- mean radius of the rings
S
S - total deflection or travel of spring
= sS
- (113)
s - maximum travel of each spring element
Y = total volume of ring spring assembly h = nb (114)
Y, = volume of outer ring element A, u, = A20 (115)
V2 = volume of inner ring element
W = work done during compression of spring
D2 +--bt-na- (116)
W. = elastic work done during compression of 2
spring di + - brana (117)
-angle
- of conical surface 2

61
 D.,, + di,, (11$) permissible to work the inner rings to their elastic
M2Ean a limit b-cause the stresses are compressive and the
2irEACtan2 adanger of breakage is remote. However, the outer
R - (ings are stressed in tension that should be suf-
nr(1+~' ficiently below the elastic limit to insure safe opera-
tion of the spring. The inside diameter, d2, of the
RI 2EACtan2 a inner ring, may be determined as the quantities
( + (120) D,, h, and V are now known. Equation (112)
A 2. yields the magnitude of s, the maximum travel of
EStan a each spring element, and Equation (113) givea the
"e ( A+ (121) value of n, the number of spring elements. If a is
2 not an even number, the next higher even number
is selected and s is recalculated. The dimension, b,
a-, C (122) is found from Equation (114). Equation (1153, --
At C available for finding the areas, A, and A2, which are
189. F, S, h, and DI are set up by the design re- necessary to determine d2. After finding D. and d,
quirements of the problem. a is assigned and is from Equations (116) and (117), respectively, the
subject to some manipulation. E and a are prop- maximum travel, s, of the spring element can be
erties of the material to be used. i is not known checked with Equation (118). If close agreement
accurately and must be assumed, possibly supple- with the original value of s is not reached, the
mented by physical testing. With all these quanti- spring must be revised.
ties at hand, Equations (109), (110), and (11) are 190. It is convenient to have a chart, as in Figure
used to find the required spring volume, V. It is 41, to read directly the values of C, CI, and e for

2.00 ,1.00 120

lls 'E C- -/G ar 130

/ms-140

CUEVS CRE 3
140~a .6 340
1.60 - 0.60 -5

-J-a
e.) J

9 a- 15
C a-= 140
1.40 -- 0 I

aa
I l 1 I

Iii U
1,001 01
0 0.05 0.10 0.15 0.20 0.25

COEFFICIENT OF FRICTION .
Figure 41. Rting Spring Constants and Efficiency

62
 F F D

o 0
00

F1
C

A*

DEFLECTION DEFLECTION
(a) NOT PRELOADED WI PRELOADED

Flew. 42. Load-D.4%cfien DWogramt of MV~ Sipeg

various combinations of a and i. There is a wide 3o0o

variation in the coefficient of friction (from 0.01 to
0.22) depending upon type of lubricant and finish
of the conical surfaces.
191. The theoretical load deflection rates (R and j /
RI) for the compression and return motions of a
ring spring are calculated from Equations (119) /
and (120) and plotted as in Figure 42(a). TheU oo
shaded area, Ap represents the energy dissipated by
the spring in the form of friction. Area, A,,, rep-
resents energy stored in the spring during the com-
pression stroke and is available for returning the 01 0. 6.0 o 0.5 1.0
mass to its original position. The mechanical DEFLECTION (W. DEFLECTION (W)
efficiency is: (.) POOl CONTACT (b) 6000 CONTACT

SF, A, Owe 43. Load-Deftedio., Dkogram of Skmiaw Ring

""S ",4+
Af A.
192. Ring springs are generally preloaded when
used as recoil adapters. Figure 42(b) is a load-
deflection diagram of a preloaded ring spring
The amount of preload is given by ordinate AC.
The line CD represents compression of the spring
while the curve DB is the load deflection relation-
ship during its return to the initial preloaded con-
dition. The dotted lines complete the curve to
illustrate the diagram applied to the same spring
if it were not preloaded.
193. Figure 43 shows the force deflection curves
for two similar ring springs, using the same lubri-
cant. The striking difference in their efficiencies il-
lustrates the importance of correct contact between
inner and outer conical surfaces. Graph (a) shows
(122a)
tw effect of imperfect surfaces while graph (b)
shows the characteristic of practically perfect sur-
fao-to-surface contact.
C. DGi AND O9qA1ING OIAAtL'll l OU THU
194. The sleeve brake adapter consists of recoil
spring, brake spring, and brake. Figure 44 shows
the components of the mechanism. The recoil
spring stores the energy for counterrecoil as it is
compressed during recoil. The brake is esentially
a braided wire sleeve which, when strached by the
brake spring& decreases in diameter mid causes a

63

IlllI
I l I I I I m" .. ..
 Rmeaer Stop

.Trleat
Fo StNAk
aegoit Sprig Torne
are .1 5gee.
at.~ l

IgW. 44. Shm #.mU AdA*# Dbmu. W rd

fkitional drag on the moving brake-liner covered without using any lengthy numerical or experi-
rod. The relation of the various parameters af- mental procedures. A tubula wire braid for the
fecting the sleeve friction force is given by Equa- sleeve bWake is completely specified by the follow-
tion (123):* in data:
. (1. tube inner diameter,
F* (13) 2 type of wire (Material)
3. diameter of wire
where: 4. number of wires per strand,
tan P - ratio of circumference of wire strands 5. number of strands,
to pitch, 6. Wtrand pitch.
Ff - rod force required to overcome friction, 195. The following represents a typical braid de-
F# - brake spring force,
L length of contact between sleeve and rod, Sign
r radius of rod, 1 0"W5 in. inner diameter of tube,
p - braid angle or angle between wire strands 2. siless steel (TS - 250,000 psi) or brass
and the axis of the sleeve, coated steel wire,
- oefficient of friction between rod and 3. 0.01 in. wire diameter,
sleeve. 4. 9 wires per strand,

Figure 45 is a plot of Equation (123) for various val- 5. 24 strands,

ues of Lfr and for - r/4 radians. From this, it 6. 2.555 in. pitch.
is evident that if the ratio Llr is large, the braking Using 0.76 in. as an approximate mean diameter:
force, F. will be nearly constant, provided the fric-
tion coefficient is reasonably large. The variation
in F,/F, is less than 10 percent for a friction co- tan 2.5550.
efficient varying from 0.25 to 1.00 for an LIr ratio of
10 and with a of v/4. Equation (123) will give the P 43*.
maximum friction force for a given friction brake Fatigue failure of the braided sleeve is dependent
*For derivation of Equation (123), see Refe-re 14. uptn the tensile force applied to it by the brake

64

t "
'l Pil l IIIPl
, nlll I
 1.0

Le

116
00.4 7'A
ai

//
JU 0.4

-
0.2
-

0.2
Ff /_Fb -_I-*
S
IF _
VALUES ON CURVES
_ I LR

law 0
0 0.2 0. 4 0.6 0.8 1.0

COEFFICIENT OF FRICTON u
gwe 45. Fol -Frksw Relao of a Slowe@ &-a* Mdcwais
spring. Sleeves similar to the one exemplified creased, the braking force increases so as to ap-
showed signs of fatigue failure at the end of 3000 proach the brake spring force and the ratio
cycles with a tensile force of 4000 pounds. When FI/Fb of Equation (123) approaches 1.00 as a limit.
this tensile force was reduced to 225 pounds, no Static tests results also indicate that the coefficient
failure occurred during 50 cycles. In static of friction decreases with increased braid tension.
tests, degreased sleeve brakes produced higher 196. Figure 46 shows an idealized force - This
dis-
Sbrake forces than brakes tested in the greased, or placement diagram of a sleeve brake adapter.
oiled conditions. As the length of the sleeve is in- adapter contains a single recoil spring which has a

preload equal to the force OA on the diagram.

The constant frictional force opposing recoil is
represented by the line AC and ACIAO > 1.00.
The frictional force AFduring counterrecoil equals
AC. In actual practice, these frictional forces are
larger than the spring preload and, on the basis of
C a force alone, would not permit the gun to return to
battery. However, the inertia of the moving
counterrecoiling mass is sufficient to overcome the
; excess friction near the in-battery position.
o 197. Point 0 represents the initial static con-
SISPLACEMENT dition of the adapter. The curve OCD represents
* the recoil conditions of the brake rod. When the
Figure 46. Force-DisplacemiintDiagram of a Sleeve force of the propellant gases is transmitted to the
Broke Adapter brake rod, no motion occurs until this force ex-

* 1i 65

5
ceeds OC. Line CD represents the force- dis-
placement curve during recoil. Its slope is es-
tablished by the rate of the recoil spring. Counter-
recoil activity is represented by the curve DEF.
The dotted line is the force-displacement curve
of the preloaded recoil spring. Since the area under
the line CD represents the total recoil energy and
that under line EF is ti;e recoverable recoil energy,
the frictional loss is given by the area within the
parallelogram CDEF.
D. DESIGN AND OPeXATINO cHAA cs oF
HYDROSPRING ADAPTER
198. The hydrospring adapter for small arms is
similar to the hydrospring recoil mechanisms of
larger weapons. The basic principle is the dissi-
pation of energy resulting from the restricted flow of
a hydraulic fluid through an orifice. The orifice
can be either of constant or of varying area.
Equation (36) reads
9,
- CV JZFo
If the orifice area, a, is held constant and the
velocity of recoil, v, decreases with travel, the
hydraulic resisting force, F., must also decrease so
that the ratio, v/i/j, is a constant. This will
result in either a long recoil strcke or high initial
forces. Neither choice is desirable; hence, in at'
most all cases, a constant orifice is not recom-
mended.
199. The most efficient recoil mechanism is one
providing a constant resistance to the recoiling
mass. If the only resistance to recoil is by hydraulic
means, then, to have a constant force, the orifice
area must vary parabolically. However, an appre-
ciable part of the recoil resistance comes from the
recoil spring. Since this force is not uniform, the
hydraulic resistance must also vary so that the
total resistance is constant. Thus, the orifice area
must vary somewhat differently from a parabolic
curve. At the instant that the propellant gases cease
to act on the gun, the energy of the recoiling mass is:
E, M (124)
2"
where:
/ velocity of free recoil;
5I e y rgases
assuming a constant recoil force which may be de-
termined from the equation:
66
W
FL - (125)
where: 2
L is the recoil distance over which the force, F, acts.
The total recoil resistance has two components:
F - F, + F., (126)
where:
F, - spring force.
F. - hydraulic force.
The value of F, may be found for any distance, x,
along L, and F. is then determined:
F-F + Kx, (127)
where:
K - spring rate,
F,, - initial spring force.
After F. is known, the ori&.e area, a, may be cal-
culated from Equation (36). This can be done
readily because the deceleration is uniform and
all other parameters are known:
V2 2ax. (128)
The above method neglects the effects of the re-
tarding force during the propellant gas period be.
cause its sole purpose is to illustrate the me-
chanics of combined spring and hydraulic forces.
A more refined analysis must follow according to
the procedure outlined in Chapter X. Another
method for recoil analysis is found in Reference 15.
XIII. SUPPLEMENTAL DESIGN FEATURES
A. MUZZLE BRAKES
200. The propellant gas forces are totally respon-
sible for recoil motion both during the time of pro-
jectile travel in the bore and after it leaves the
muzzle until the gas pressure becomes ineffective.
The curve of gas pressure versus time is obtained
from the interior ballistician. Interior ballistics are
treated in another series of Ordnance Corps
Pamphlets beginning with Pamphlet No. ORDP 20-
150.
201. After the projectile has left the muzzle, the
propellant pressure persists for a short time and the
are expelled at high velocity. The muzzle
brake utilizes some of the energy still present in
these gases to impede the rearward motion of the
I
) recoiling parts. The brake has a definitely bene.
ficial effect on recoil forces. When a muzzle brake
is used, the designer of the recoil mechanism de-
pends upon the gun designer to provide the per-
formance data for the muzzle brake. The method
for obtaining performance characteristics of muzzle
brakes is discussed in the Ordnance Corps Parn-
phlets on Guns, beginning with ORDP 20-250.
3. IJQUID
a itV INDiCATOlR, {) OIL INDEX
202. The liquid reserve indicator, or oil index, is a
convenient means of showing the quantity of hy-
draulic fluid in reserve. Not all recoil mechanisms
are equipped with fluid reserve indicators. The
Puteaux and Filloux mechanisms are two that are
so equipped (Refer to Chapter V. Parts E and G).
A liquid indicator is an advantage in that it pro-
vides a quick, positive way to check for an adequate
uid reCer.ve
203. Figure 47 illustrates one type of oil index. It
consists of two parallel racks on either side of, and
mpped by, a pinion. The three components are
ROD ?O FLOATING PISTON
II
so"r 47.
Ur~ UI
"-'
Figur 48.
b9
assembled back of the regulator (Fig. 8) and are al-
ways subjected to the oil pressure which tends to
force the lower rack outward. This tendency is
restrained by a rod, attached to the floating
piston and butting against the upper rack. When
the liquid reserve between piston and regulator dia-
phragm diminishes, the rod moves outward,
forcing the upper rack to move in the same direc-
tion. The lower rack, through action of the pinion,
pulls the indicator into the housing; the length left
extending indicates the amount of reserve fluid.
During recoil, the floating piston withdraws the
rod from the upper rack leaving the index free to
move outward. When all components of the recoil
mechaninm resume their in-battery position, the oil
index too assumes its normal position and again
correctly indicates the oil reserve.
204. A replenisher is the oil reservoir for the hy-
draulic brake on some independent recoil mechan-
isms. It functions mainly as an expansion chamber
0. Indeox
U UU~k
1'0ItlrOL CYLIkOF0S
Rep .sr
67
 orIcon- I I+III I I

to offset the efforts of thermal expansion or con-

traction of the fluid brought about by changes in K -- +L W, sin -

air temperature or by activity of the mechanisms.

It consists of a cylinder and a spring loaded "6400 X 2340.90
12.5 + 6
.06-2,0 b
28,00lb. i"60
piston (Fig. 48). A line connects the replenisher to 32.2 X 2 X F2
the low pressure end of the brake cylinder. The
by continually applying pressure tO the This is the total recoil force used in the first series of
fluid, maintains a completely filled brake cylinder at calculations. It also determines the maximum
all ime. The replenisher also serves as an oil pressure in the brake cylinder. Assume a recoil
index providing a means for checking the liquid piston diameter of ID - 4.0 in. and a piston rod
volume. An access hole is provided on the spring diameter of d - 1.5 in.:
end of the replenisher cylinder from which the
position of its piston can be measured. The A- E (D, - d2) - 10.80 in 2 effective piston area.
distance is calibrated to indicate whether the fluid 4
volume is in the working range. If the piston is too From Equation (13):
near the spring end, liquid is in excess and must be
removtd. If too far from that end, fluid must be P. - L 28,100
added to the replenisher until the correct volume is,- - - 2600 psirecoil
pressure in
cylinder.
attained.
This pressure is well within the former limit of 4500
psi (Refer to Paragraph 87) and so is acceptable.
XIV. SAMPLE CALCULATIONS, 201. lecuperator Gas Capacity.
SINGLE RECOIL
From Equation (4):
205. To exemplify the procedure followed in F, -' (W, sin# + #W, cm 0 +f), in-battery force,
making recoil calculations, a hypothetical weapon
is selected with given characteristics upon which - 1.15 (6400 X 0.906 + 0.30 X 6400 X 0.423)
the recoil mechanism is designed. This example + L.15 X 0.30F, - 10100 lb.
problem applies to a single recoil system. The cal-
culations are set up for the weapon firin, at its The force, F1, is required to hold the gun in battery
maximum angle of elevation. The recoil mechan- and to Overcome all frictional resistance.
ism is of the Puteaux type (Fig. 9). From Equation (19):
206. Weapon Data.
L =- 12.5 in., total recoil stroke, F-
i 10,100
9. - 3400 ft/sec, muzzle velocity, PO - D - ! - 935 psi, initial recuperator
W,- 6400 lb, weight of recoiling parts, pressure,
W, 10 lb, weight of propellant charge, AV - LA - 12.5 X 10.8 m 135 in3, gas displace-
W,- 15 lb, weight of projectile, mert,
- 650, maximum angle of elevation.
207.* Effective Piston of. oP, - 1.5 Po -- 1400 psi, recuperator pressure at
end of recoil.
From Equation (2): From Equation (20):
r"Wy, + 4700 W,

15 X 3400 + 4700 X 10
40 but V, - Vo - AV;
and n w 1.3.
- 15.31 ft/sec, velocity of free recoil.

From Equations (3a) and (3b): Then V o11.366,

re I.SSt-3 - - 135

68i

II II'I' 1-1
SI'1 IP'I
15 ~ ~~28____
TOTL
RCOI FOCE.
__

20

Kf0.2
-- RCI8ODFRCI

S12

0 2 4 6 a I0 12.5
RECOIL DISTANCE (in)
No"w 49. Itecog Fort dineS for Sawqge hrb
3
V0 -503.8 in initial gas volume in recuperator. of the recuperator fcern. For a finished design,
quaton 20),tW as pessre a my
Retuningto these figures can be later substantiated by a rigorous
distarnce reuaion (x0) this:pesrea
tof anL'ysis and the prop. corrections made. The
distancef recoilcxfis: curves have been prepred for the time
_.__!_P_ 93 503.8 " thtthe projectile is in the bore and for the time re-
(jV
o-AVYJ (503.8-10.84-*3 tquaired for the presur to become zero after the
and the recuperator force is: projectile leaves the mnuzle. The values are ob-.
10.0 Ptained
K. -AP, from lFigures 23 and 24. To simplify the
0.80Pz.sample
- AP - problem, the total recoil force is assumed
The chart showing the various recoil forces may constant for the entire recci stroke.
now be drawn (see Fig. 49). It may be assumed for 209. The. reod calculations follow a step-by-step
*purpose of analysis that the friction of the modl integration procedure. Results are more readily
brake and sliding surface constitutes 12 percen t of observed if in tabulated form as presented in
the total recoil force and also constitutes 12 percenPt Table 3, Paragraph 215. To illustrate the pro-

69
cedure, one step will be isolated here. Consider
the time from 0.006 to 0.0065 sec:
0.0065 -- O06 sec.
From the curve in Figure 23, half way betwn
u - 0.006 and t - 0.0065,
F, - 343,000 lb, propellant gas force.
From Equation (25):
F - F, + W, sin 0 - Y3,000 + 6400 sin 6r =
348,800 lb, the accelerating force on the recoiling
parts;
K - 24,800, the total resistance to recoil. The
value for K is assumed constant for the entire
recoil stroke;
F. - F - K - 324,000 ib, the net acceleating
force on the recoiling parts;
F- 15 ilistance
-- ,t
coiling parts;
n parXwhen
4,
W. - -- oe
of reolig
!-E,84
!Aw - aw - 9.79 iu/sec, change in velocity be-.
tween 0.006 and 0.0065 sec;
' -- + AV - 48.50 + 9.79 - 58,29 inisec.
velocity of recoiling parts at end of 0.0065 sec
and v.-, is the velocity at the end of 0.006 see;
v. - I + w) - 53.40 infsec, the average
velocity between 0.006 and 0.0065 see;
ax - v, At - 0.0267 in., the distance that the me
coiling parts travel between 0.006 and 0.0065 sec;
x - x,_. + Ax - 0.0782 + 0.0267 - 0.1049 in,
the total distance that the recoiling parts have
travelled in 0.0065 sec.
210. The recoil calculations involve a trial and
error procedure with the total recoil force, X being
are based on
the determining factor. All results
thisvalue. In Paragraph 207, the first value ofK
28,100 lb was computed. Subsequent calculations
(not shown) proved that, using this resistance, the
length of stroke necessary to stop the recoiling
parts is 10.237 in., or 2.263 in. less than the stip-
ulated stroke of 12.5 in. Since this result is not
acceptable, another series of calculations must be
made based on a corrected K.
211. Increasing the calculated 10.237 in. stroke
to 12.5 in. lowers the net recoil resistance to K
22,300 lb after propellant gas forces cease. Let us
assume that this is the force that would be applied
over the last 2.263 in. if the full stroke is to be
70
realized. The recoil energy for this distance be-
comes:
AE0 - 2.263 X 22,300
AE 50500 in-lb.
Applied over the total stroke of 12.5 in., the result-
izg change in recoil resistance is:
AK -- AE,
1 - 4000 lb.
The calculated stroke being less than the desired
one indicates that the original K was too large,
hence the new quantity becomes:
K - 28100 - 4,000 = 24,100 lb.
212. A second series of calculations is then
made. This time the total recoil stroke is 12.985
in. or 0.485 in. over the desired distance indicating
that K is slightly too low. The new recoil re-
over the last part of the stroke is K -
18,300 lb. Correcting again, the additional energy
required to stop the recoiling mass in the allotted
distance is:
04mass
-; 0.4z5
t X 18,300 8876 in-lb;
hn M E
12 -7.5 lb
Tbe corrected total recoil resistance becomes:
K - 24,100 + 700 - 24,W0 lb.
213. The third series of calculations is made
based on this new magnitude of K and is shown in
Table 3 of Paragraph 2!5. The total recoil stroke
is 12.365 in. This distance is acceptable as it is
only one percent less than the required stroke of
12.5 in.
214. A convenient check of the calculations is
prov21ed bycomputing the work done for each in-
poiedb of t ie gThea
AE - FAx
where F, is the net recoil accelerating force and is
positive during the first part of the stroke and
negative during the second part when the recoiling
mass is decelerating. If the summations of nega-
tive and positive results are numerically equal, the
calculations may be considered correct. Thus:
(AE X( -)AE
For the example just completed,
E - 155,350in-lb,
Z(-)4E - -155,150 in-lb.
 )215. TABLE 3. ecou Cekuadoeu
41' F0 F K F* a
(Sac) (Sac) (lb) (0000__
b) (lOr0 lb) (IO.Wb) (in/,b,.)
0 24.8
0.001 23 28.8 4 242
0.001 24.8
0.001 47 52.8 28 1691
0.002 24.8
0.001 92 97.8 73 4407
0.003 24.1
0.001 172 177.8 153 9237
0.004 24.8
0.001 258 263.8 239 14429
0.005 24.8
0.0005 316 321.8 297 17931
0.0055 24.3
0.0005 334 339.8 315 19011
0.006 24.1
O.O05 343 348.3 324 19562
0.0065 24.3
0.0005 343 348.8 324 19562
0.007 24.1
0.001 3w 313.8 219 .17448
0.008 24.3
0.001 233 238.8 214 12920
0.009 24.8
0.001 173 1833. In9 I60F
0.010 24.8
0.0005 140 145.11 121 730
0.0105 24.8
0.0005 129 04.8 110 6641
0.011 24.3
0.001 90 95.8 71 4237
" 0.012 24.8
0.002 69 74.8 so 3020
0.014 24.s
0.002 51 56.8 32 1933
0,016 24.3
0.002 43 48.8 24 1450
0.018 24.8
0.002 37 42.8 to 1017
0.020 24.8
0.005 28 33.8 9 544
0.025 24.8
0.005 19 24.8 0 0
0.030 24.3
0.005 12 17.3 -7 -423
0.03 24.8
0.005 8 13.8 -11 -664
0.0W.24.8
0.005 $ 10.8 -14 -1846
0.045 24.3
0.005 3 8.8 -16 -966
0.050 24.8
0.010 2 7.8 -17 -1027
0.060 24.8
O.OIQ 1 6.8 -18 -1067
0.010 24.6
0.010 0.3 6.1 -21.7 -1129
0.030 24.8
0.010 0 5.8 -19 -2148
0.090 24.8
0.0695 0 5.8 -19 -1148
0.1595 24.8

71
 I
TABLE 3. Rem Cadut.m (Contina d)

a 0 0
0.24 0.12 0.00012
0.001 0.26
1.691 0.0001
O,002 1.09 0.00109
1.93 0.0012 30
4.407
0.003 4.14 0.00414
6.34 0.0054 302
9.237 10.96
0.006 0.01096
1553 0.0163 1677
14.429 22.80
0.005 0.00280 5450
30.01 0.0391
8.966 34.30 0.01725
5120
0.0055 9.509" 38. 0.0564
43.74 0.02137 6890
0.006 43.49
9.781 0.0783
.53.38 0.02669
0.0065 58.27 86,30
9.781 0O106
0,O07 63.16 0.0313s
68.03 0
0.1365 10"D
17.448 76.71
0.006 0.07673 22190
3550 0.2133
12.9W.
0.009 91.96 0.09196
96.42 0.3O52 196w0
9.600 103.22
0.0110 198.02 0.10322 16416
3.653 0.4066
109.35 0.05493
0.0105 111.67 666
3.30 0 4634
11 13.33 0.05667
0.011 114.99 6234
4.39 0.520
117.14 0.11714
0.012 3320
6.06 119.23 122.30 0.1342
0.2646 12330
0.014 125.32
3.S66 0.3318
0.016 127.26 0.2543
13!.19 1.136 3138
2.90 130.64
0.013 0.2612 6269
132.09 1.3973
2.174 133.18 0.2663 4793
0.020 2.12 134.26 135.62 0.673118 1.636 6100
0.03 0 .91 96 2.342
136.96 0.6849 0
0.030 136.96
--2.12 3.027
135.92 0.6796 32 -47650
0.03-5 --2.32 134.86 3.706
133.25 0.6660 -7'330
0.040 131.34
--4.23 4.37i2
0.065 129.38 0.6469
127.22 5.019 -9060
0-4.83 126.81
0.030 0.6241 --9990
122.39 5.643
--10.27 117.26
0.060 112.12 1.1726 --19930
6.316
--10.37 106.69
0.070 101.25 1.0669 -19200
0-11.29 7.833
95.61 0.9l71 -17880
0.010 -1l1.43 89.96 8.I39
34.22 0.3422 -16Ia(00
0.09 "73.43
-71.43 9.661
39.24 2.684 --51000
0.1584 0 12.365

72

j+
 rod216. The orifice
diameter area and eventually
are determined the control
from Equation (37): - 019

.. /pA 3 (AR - AA3. The hole in the orifice plate has a diameter of if in.
'6 ', !T2F,
\, AR / ' Now solve for d, the co)ntrol rod diameter at the

then: A - 10.Sin2,effective reaofrecoilpiston, orifice. Cakulatioes are shown in Table 4, Para.

An - !9.64 in2, recuperator area, graph 217.
A. = 0.99 in2, control rod &rea (see Para-
graph 123), a. - (I.1252 - d);
C, - 0.70, orifice coefficient,
F. = hydraulic resistance,
g - 386.4 in/sec 2, d, ;I 'A56 --
9 w recoil velocity,
w = 0.0315 ib/in3, density of fluid, Since the ams of the recoil piston and the re-
p m wig, mass density of fluid. cuperator are not equal, the distance that the con-

The value of F. is obtained from Figure 49. It is trol rod .aoves varies as the ratio of their areas
assumed that the losses in the hydraulic system, A
thefr +f. of Equation(38), constitute 12 perent X - xA;
of the net recuperator force. Substituting the
constants in Equation (3Ah the orifice area becomes: X, - 0.55x.

217. TABLE 4. Cakulatiosfoe Control Pod msoiu

4
z P. W.a. - C

2 2 (E._L)
*(1116) ___- (k.) Ob - ( -,..)__
__ ) (in ) 00' 01n ) 0
o 0 10,500 M247 0 0 0 1.2656 1.125
o0.0001 0.000 10,00 102.47 0.24 0 0 1.2656 1.123
0.0012 0.00066 10.,5 102.47 1.9 0.0056 0.0071 1.2585 1.122
0.0054 0.0030 10,500 102.47 6.34 0.0185 0.0236 1.2420 1.1I5
0.0163 0.0090 10,500 102.47 15.58 0.0456 0.0581 1.2075 1.099
0.0391 0.022 10,500 102.47 30.02 0.0178 0.1118 1.1538 1.074
0.0564 0.031 10,500 102.47 38.99 0.1140 0.1451 1.1205 1.058
0.0782 0.043 10,500 102.47 48.50 0.1418 0.1805 1.0851 1.042
0.1049 0.058 10,500 102.47 58.29 0.1704 0.2170 1.0486 1.024
0.1365 0.075 10,400 301W.9 68.08 0.2000 0.2546 1.0110 1.005
0.2133 0.117 10,400 I01.9" 85.50 0.25312 0.3198 0.9458 0.973
0.3052 0.168 10,400 301.96 98.42 0.2891 0.3681 0.8975 0.947
0.4084 0.225 10,400 101.98 108.02 0.3173 0.4040 0.8616 0.928
0.4634 0.255 10,300 101.49 111.67 0.3296 0.4196 0.3460 0.920
O.5=20 0.236 10,3M0 101.49 114.99 0.3394 0.4321 0.8335 0.913
0.6372 0.350 10,=00 101.49 119.28 0.3521 0.4483 0.8173 0.904
0.8818 0.485 30,200 301.00 125.32 0.3717 0.4732 0.7924 0.890
1.136 0.625 10,00 301.00 129.19 0.3832 0.4879 0.7777 0.882
1.399 0.768 10,100 100.50 132.09 0.3938 0.5014 0.7642 0.874
1.664 0.915 990 99.50 134.26 0.4042 0.53146 0.7510 0.867
2.342 1.288 9700 98.49 136.98 0.4167 0.5305 0.7351 0.857
3.027 1.665 9500 97.47 136.98 0.4210 0.5360 0.7296 0.854
3.706 2.038 9200 95.92 134.86 0.4212 0.5362 0.7294 0.854
4.372 2.405 9000 94.57 131.54 0.4154 0.5289 0.7367 0.858
S5.019 2.760 8700 93.27 127.22 0.4066 0.5202 0.7454 0.863
5.643 3.104 8500 92.20 122.39 0.3977 0.5064 0.7592 0.871
6.816 3.749 8000 89.44 112.12 0.3755 0.4781 0.7875 0.887
7.883 4.336 7500 86.60 301.25 0.3503 0.4460 0.8196 0.905
8.839 4.861 7000 83.67 89.96 0.3221 0.4101 0.8555 0.925
9.681 5.325 6600 81.24 78.48 0.2894 0.3685 0.8971 0.947
11.066 6.086 53800 76.16 54.57 0.2146 0.2732 0.9924 0.996
11.951 6.576 520 72.11 30.55 0.1269 0.1615 1.1041 1.0531
12.365 6.800 490 70.00 0 0 0 1.2656 1.123

73

j ~! l P ! Ji ! !! ! , pi
 218. The sample calculations for counterrecoil at , 9.681 in., Ax, - 1.385 in. and x, -
x
are based on the same hypothetical weapon that 2.684 in.
was used for the recoil calculation. The maximum From the chart of Figure 27, Fw - 12,300 lb.
counterrecoil velocity is specified as 2 ft/sec or From Table 4, Paragraph 217, the recoil calculations
24 in/sec over a distance of 9.685 in. before show:
the buffer is contacted. According to Equation - 660 lb F - 5800 lb;
(62),
F,, - F., - fc, - F-. v, - 78.48 in/sec, v,, - 54.57 in/sec.

The packing frictional force, f,, and the slide fric- Afer two trials, , - 25.02 in/sec is finally selected
tional force, F,,, are assumed to constitute 12 per- and from the fourth column of Table 5, when
cent of F, in Equation (61d). Thus the available X, ,_ 1.299 in., ,-, 24.90 in/sec.
counterrecoil force, F,, is plotted and can be read Then:
directly
directly from the curve in Figure 27. By substi- fA.24.902
2 + 25.022N 15800 + 6600M 4 b
tuting the average of F, over each increment, k54 572 + 78.482 845 lb.
Equation (6a may'be written X7 84
a a FThis represents the throttling through the recoil
A,_,+,-(+, +F) (2) orifice. Substituting known quantities in Equation
f" V.2_, + V.2 - 22) (130a):
The force, F,, generated by the orifice during recoil F 0089 620 + 626 = 11,420 lb, the throt.
and the recoil velocity, v, are obtained from the 0.0049 2 /
recoil calculations. The value of v,, the counter- thug through the counterrecoil orifice;
recoil velocity, is determined by trial and error. Fe, - 12,300 - 843 - 11,420 - 35 lb, the
From Equation (64b): counterrecoil accelerating force;
F.. - (A,-._i.625+
p,--;--/ , ,2.11 - in/= 2. the counter-
recoil acceleration; .-
Since the constants are the same as those for the
recoil calculations (Paragraph 216), the equation M, 36.400 16.56 lb-sec2/in.
reduces to S0.089 V + V From Equation (66):

o.2g 2 (130) v._, + 2a,A x,,

219. The maximum orifice area during recoil is 620.0 + 2 X 2.15 X 1.385,
2
0.4212 in 2 . In accordance with Paragraph 137, a 620.0 + 5.8 - 625.8 inAseW ,
constant orifice area of 0.04212 in 2 was tried but it v, , 25.02 in/sec.
held the counterrecoil velocity to less than 17 This agrees with the sclected Yelocity at the be-
in/sec. The orifice was increased to 0.07 in 2 and ginning of the calculations.
subsequent calculations showed a counterrecoil 220. The sample buffer calculations illustrate the
velocity of 22.55 in/sec just as contact with the method of constant deceleration and variable ori-
buffer begins (at x - 2.5, Table 5, Paragraph 222). fce. From Equation (70b):
This velocity is reasonably close to the desired 24
in/sec and, until more exact frictional data become # -- 101.64 in/sec2,
available, it may be considered adequate. One step b -
a . in
of the calculations is detailed below: when: - 508.2 inZ/sec 2 (see counterrecoil cal-
x -distance from in-battery position, culations, Table 5, Paragraph 222),
from Table 4, Paragraph 217. $, - 2.5 in., buffer stroke.
x,- travel in counterrecoil, 12.365 - x. From Equation (70a):
- x,. - x,,.
X, V2 _2+ 2ax,

74
74"-,.I.
 -4' .. i. 1 203. 2 8 x,. i',+ L F,
From Equation (70c) /" "
F= M,ab - 16.56 X (-) 101.6 - -1683 lb; (355.74 + 304.92-1
and from Equation (70) .8,117 17,6.8,
- F', - FF, + 1683 lb. Accordingto Paragraphs 219 and 220:
221. The calculations for one increment of F, - M a, +
buffer travel are shown at the buffer travel of x# -
1.0 in. This corresponds to the counterrecoiling +3 ,
.0.0898"355.74 + 304.92 5
parts being at x - 1.5 in. from the in-battery
position:
--0.0049 ( ) -5589 lb.
From Equation (62):
- -203.28 X 0.25 - -50.82 in2/sec 2 (Table
F,, - F,, f.-- A.
6, Paragraph 223),
- 9250 - 184 - 5589 - 3477,
355.74 - 50.82 - 304.92 inW
/sec2, and S-
vb - 17 .46 in/sec. Fb - F, + 1683 - 3477 - 1683 - 5160 lb.
From recoil calculations (Table 4, Paragraph 217) From Equation (71):
interpolate between x - 1.664 in. and x - 1.399 in.
& _ 4 iiA:,, 0.033
to find v for x 1.5 in. -. 3 b-C
v - 132.92 in/sec, Ab - 2.356 in2, buffer piston area,
F, - 10,000 lb (Fig. 49). C, - 0.70 orifice coefficient,
From the chart in Figure 27: p = wtg, mass density,

, ) F,, - 9250.
From Equation (61c) when x - 1.5,
w
% = 0.0315 lb/in3, oil density,
-0.0- 17-46
- 0.033 7..
008 i2.
0.0080 in7.

222. TABLE 5. CoiterrecoilCalculatons

(in.) AX). FP,4 Fit Fe
(in.) (b.) (in/sec) Ob) (Ib) or 2",x,
(in 2/s9=2 )
(lb) V
o (in/se2) (n 2/g" 2 )
0 -
0.408 13,300 -0
2063 3496 7740 467.4 381.4 0
0.408 19.53
0.891 12,800 1406 381.4
1.299 9178 2214 133.7 238.2
24.90
2. 68 1.385 1,300 619.7
2 3.02 s45 11,420 35 2.11 5.8 625.
0.842 11,800 591 11,347 -138
3.526 24.74 -8.33 -14.0
0.956 11,400 612.0
4.482 477 11,067 -143 -8.70 -16.6
24.40
1.067 11,000 396 595.5
5.549 10,745 -143 -6.64 -18.4
24.02
6.722 1.173 10,600 340
577.2
23.61 10,397 -137 -8.09 -19.4
0.624 10,300 557.6
305 10,127 -132 -7.97 - 9.9
7.346 23.40
0.647 10,100 47.3
7.993 237 9944 -131 -7.91 -10.2
23.18
0.666 9900 537.5
273 9758 -131 -7.91 -20.5
8.659 22.96
0.679 9700 264 527.0
9.338 9566 -130 -7.85 -10.7
22.73
0.527 9500 235 526.3
9.865 9392 -127 -7.67 -8.08
22.55
5062

2, 75

I
 223. TABLE 6. fer CakCuanons
(._2
m'... ( a'l (n....._. ( seo On/Km ) (ini/see O ,)
LSO0 0 0- 508.20
-6
22M5 136.98 19.,764
2.23 0.25 50.82
too 457.38 21.39
0.50 50.82 406.56 20.16
1.75 0.75 50.82 135.61 18,6 9380
1.50 355.74 18.86 134.60
1.00 50.82 304.92 1U17 9300
1.125 1.375 17.46 132.92 17,668
0.75 76.23 228.69 15.12 9
1.73 76.23 152.A6 149.02 16,646 9150
0.375 2.125 12.35 122.08 14,960
76.23 76.23 8.73 9050
o 2.50 I05.15 11,070 8903
76.23 0 0 0 0 800

(in.) 1) (Ob16) o() o() ()

2.50 (in_)
9,600 9315 260
2.25 9,700 -75 1,606 40.1
$384 250 766 0.0185
2.00 9.800 7452 2,449 49.5 0.0143
1.75 228 1700 3,3a3
9,900 6521 206 58.2 0.0114
1.50 10,000 253 4.2 65.3
5589 184 3477 0.009
1.125 10,200 4192 $,160 71.8 0.0080
0.75 10,250 159 4799
2795J24 2 35.5 0.0055
0.375 10,400 6131 7,814 U.4
1397 92 7461 0.0546
0 10,500 O 9,144 5.6 0.0
72 3828 10,583 10.5 0

76
-ti
 GLOSSARY
brak pa. The force applied to the recoil brake
rod during recoil.
rThe structure used for closing the
rear end of a gun tube.
Iresshmie. The structure attached to the rear
of the gun tube which houses the breechblock
and its bomponents.
beIueir. A device used to absorb the energy of
counterrecodl and bring the recoiling parts to a
stop without shock. See: recolg pars.
beffer, imeeoet A buffer whose action is not
controlled by the recoil brake or recuperator.
I rod. A rod articulated by the recoiling
parts, and whose motion regulates the size of the
orifice of a recoil mechanism.
m prol The motion of the recoiling parts as
they return to the in-battery position after recoil-
in&. See: recollig pIrts
esON nme
cylber. The cylinder that houses the
counterrecoil mechanism.
ara&. That element of a gun carriage or mount
that supports a cannon and allows movement of
the recoiling parts.
ift plh... An unattached piston that is used
to separate the gas from the hydraulic fluid in the
recuperator of a hydropneumatic unit.
8s carriage. The structure which transmits to the
ground the forces resulting from firing of a
weapon. In mobile weapons it also serves as part
of the structure during transport.
Ism m iet. The supporting structure of a gun.
gV tobe. The gun barrel, that part of a gun which
controls the initial direction of the projectile.
bi-battery. The position of the recoiling parts in
the extreme forward position in the cradle.
inkage factor. The ratio of the radial pressure of
a packing to the applied fluid pressure.
Nqal reserve mdlcator. See: oil reserve indicator,
mrzle brake. A unit attached to a gun muzzle, to
divert the propellant gas rearward, utilizing the
gap momentum to decrease the total recoil mo-
mentum.
mnzzle velocity. The velocity of the projectile as it
leaves the muzzle.
oil index. Same as oil reserve indicator,
77
ad reuem A quantity of oil available in a recoil
mechanism to replenish the supply of working oil
as the latter becoines depleted from leakage.
oil reserve lhadisr. A gage indicating the quantity
of reserve oil in a hydropneumatic recoil cylinder.
Also called lqidd reserve indicator.
orifice. An opening of controlled size through
which fluid pases for the purpose of absorbing
energy.
poIrt. A passage of sufficient size to transmit fluid
without appreciable loss of energy.
p cme facer. The ratio of the radial pressure ofa
packing to the appeied axial pressure.
propellant chge. The quantity of propellant used
in firing a gun.
opoelmit gas fre. The force due to the pro-
pellant gases that drives the gun rearward in
recoil.
recoil. The movement of the gun tube and at-
tached parts in direction opposite to the pro-
jectile travel.
recoil adapter. A recoil mechanism for small
arms.
recoil brake. The part of a recoil mechanism that
develops the resistance to recoil.
recoil, coestant. A recoil mechanism that provides
the same recoil-stroke distance regardless of the
angle of elevation.
recoA cyliuder. The cylinder that houses the recoil
brake.
recoil energy. The energy of the recoiling parts
during recoil.
recoil force. The total resistance to movement of
the recoiling parts.
recoil mechamism. The unit that absorbs the energy
of recoil. storing some for returning the recoiling
parts to battery.
recoil mechaoism, dependent. The type of hydro-
pneumatic recoil mechanism that has direct oil
flow between the recoil cylinder and the re-
cuperator. The recoil brake rod is the only at-
tachment to the recoiling parts.
recoil mechanism, Filloux. A hydropneumatic, in-
dependent, variable recoil mechanism with a
floating piston. Hydraulic resistance is de-
q0
 veloped by a control rod with axial grooves
over which the recoil piston rod slides.
recoil seechani, bydtrpoematc. A type of re-
coil mechanism that forces hydraulic fluid
through an orifice to develop the recoil brake
force and uses gas under pressure to store some
of the recoil energy for counterrecoiL
real nedua .m, hydirosprg. A type of recoil
mechanism which operates similarly to the
hydropneumatic except that a spring is used to
store the energy for counterrecoil.
recoil mecham , 1i1epes1 1 The type of hydro-
pneumatic recoil mechanism that has the recoil
brake independent of the recuperator and
counterrecoil cylinder. Each has its own rod at-
tached to the recoiling parts.
mell .ecmI, P 'ar A hydropneumatic,
dependent type recoil mechanism of constant
recoil with a floating piston in the recuperator;
hydrauiic resistance is regulated by a control rod
passing through an orifice and attached to and
positioned by the floating piston.
reeo mecksanjm, ScPuid M. A hydropneumatic,
independent type recoil mechanism of constant
recoil. It has a direct contact recuperator. The
hydraulic resistance is regulated by a control
rod passing through an orifice and attached to the
recoiling parts.
reel nechadm , St. CbhmesiL A hydropneu-
matic, dependent type recoil mechanism of
variable recoil with floating piston recuperator.
Its hydraulic resistance is regulated by a throttling
valve.
reea rod. The rod that transmits the resistance of
the recoil brake to the recoiling parts.
reol system. The complete unit that involves the
recoil and counterrecoil process.
res system, doubl The system that has two
complete recoiling systems; the primary system
and the secondary system.
rol systek, pbinry. The system of the double
recoil type which includes the recoil mechanism
for the gun tube And its components.
reens system, secoinsny. The system of the
double recoil type which permits the top carriage
to recoil, thus effectively using the mass of the
structure to reduce recoil forces,
mel system, slioge. The system that has only the
gun tube and its components as recoiling parts.
melo, iarlable. A recoil mechanism having a
stroke that var.s in accordance with the angle
78
of elevation; at high angles of elevation, the re-
coil stroke is shortened.
recofing parts. The components of a gun and its
supporting structure that move during recoil.
recermat. The portion of the recoil mechanism
that stores some of the energy of recoil for
counterrecoiL.
recperator, direct coutaL A recuperator in
which the gas acts directly against the hydraulic
fluid, without separating piston.
reesp, ator, byIropumsatic. A recuperator that
contains a compressed gas for its energy storing
medium.
rieperater, sping. A recuperator that has one
or more coil springs for its energy storing
medium.
rugolhter. A structure used in some hydropneu-
matic recoil systems, located in the oil end of the
recuperator, which contains the means provided
to control the hydraulic pressure during recoil
and counterrecoil.
gdaI k valve. A valve housed in the liquid end
of the recuperator which regulates the flow of
liquid during the counterrecoil stroke, to pro-
duce retardation.
r1p1 er. A reservoir for the hydraulic brake
fluid that maintains nearly uniform pressure on
the fluid and keeps the brake cylinder filled with
fluid.
respirator. A pneumatic type buffer which admits
air during recoil and releases the air during
counterrecoil through a small orifice. See: buffer.
Hbg spring. The spring of a recoil adapter made
of a series of inner and outer overlapping rings.
the mating surfaces being conical.
aghe brake. The part of a recoil adapter consist-
ing of a sleeve made of braided wire covering a
brake rod to form the braking mechanism.
throttll bar. A bar of varying cross-sectional
area, usually circular or rectangular, which
changes the orifice area of a recoil mechanism.
0tifib valve. A spring loaded valve that con-
trols the hydraulic pressure during recoil, as a
means of obtaining variable recoil.
velocity of causterrecoll The velocity of the re-
coiling parts as they move in counterreoil.
velolcty of free recolil. The velocity that the recoil-
ing parts would attain if no resistance were pro-
vided during recoil.
velocity of re4L The velocity of the recoiling
parts during recoil.
 REFERENCES
1. T. J. Hay es,,mts of Ordhker, John Wiley & Sons,
New York, 1938.
2. "Elements of Mobile Carriage Design," Ordnane
Dept. Document No. M043, October 1922.
3 "A Report on the Analysis of Gun Carriage, 175 mm,
"776," The Franklin Institute, Final Report F-2240,
Part II, Contract DA-36-034-ORD-l 12, January 1953.
4. 'Theory and Design of Recoil Systems and Gun
Carriages," Ordnance Dept. Document No. 2035,
September 1921.
S. R. J. Roark, FoemIem for Stress and Strain, McGraw-
Hill, New York, 1943.
IL "Theory and Design of Recoil Systems and Gun
Carriases," Ordnance Dept. Document No. 2035-A,
January 1922.
7. "Handbook of Mechanical Spring Design," AMociated
Spring Corporation, Bristol, Conn., 1951.
8, Hoffman and Sachs, Introduction to tAe Theory of
Pksetyfor Ek.eaers, McGraw-Hill, New York, 1953.
79
9. "Design and Application of 4elcal and Spiral Springs
for Ordnance," SP-9 2nd Ed., Society of Automotive
Engineers, Inc., New York, 1945.
10. A. M. Wahl, Mec cf S~O , Neaton, Cleveland,
1944.
11. HunterRoue,FluidMedsm'dufor'H HydrmkEWbwm,
McGraw-Hill, New York, 1938.
12. N. Kauasic "Use of Drag Coeflcients to Describe the
Hydrodynamics of Recoi Systems," Aberdeen Proving
Ground, BRL Report No, 913, June 1954.
13. "Preliminary Design Notes on Ring Springs Sleeve
Brake, and Hydrospring Recoil Adapters for Auto-
matic Weaponi," Springfield Armory, January 1956.
14. Armour Research Foundatiun, Report No. 8, Appendix
A, Contract DA-ll022-ORDI824.
15. H. P. Gay, "On Calculating the Motion of Recoil
Systems for Automatic Weapons by the Phase Plans
Method," Aberdeen Proving Ground, DRL Report
No. 874, June 1953 (Corndential).
iI
 INDEX

Adapter, recoil, (A,63, 66 Liquid rwreininicato, 11, 13, 24,67

Belleville sprin& 21
BmkP6 fo Verewl,
31Maintenance, 28
Brake rod force, 31 Mmuactuiin, 28
Buffer, 4,5,.12,18, 23, 42 IIi~1
Mechanisms, recoil. Ser Recoil mechanuism
force, 18, 42 Momentum, conservation of, I
i*ternal, 23 Mum~e Lorake, 66
Calculations. See Recoil calculations Oil rfemev indicator, 11, 13, 24, 67
Coefficient of discharge, 33 Orillce
Compressibility of hydraulic fluid, 34 o icka~t, 33
Concentric recoil mechanism, 4Q desima 32, 39. 43.,66, 73
Control rod, 10,34 Varible area, 6
Counterrecoil
buffer. Sne Buffer Packing design 20
calculations, 38, 42, 74 Packing frictional reistance, 21
mechanism, 3 Polytro* exponent, 18, 23, 53
Velocity, 18 Proo pressure, 22
Puftaux recoil mechanism, 10
Dependent type recoil mechanism, 6
Dynamic analysis 47 Recoil
External buffer, 23 adapter, 60, 63, 66
adapter, hydrospring, 60, 66
Figurs fit, vbrake, 3, 6
Figurs, lit, vcalculations
Filloux, recoil mechanism, 13 concentric, 42
Floating piston, 6, 11, 24 double, 46
Fluid reserv, 11. See a~st Ine.7cator, oil rsresingle, 29, 6as
Free recoil velocity, 1, 16 cycle, 5
cylinder design, 22
Glossary, 77 force, 6, 17, 31, 47
mechanism
Hydropneumattic fecupefator, design, 23 classification of, 3
Hydropncumatic type recoil mechanism, 5, 9 concentric, 4-2
Hydrospring recoil adapter. See Recoil adapter, derendnt type, 6
hydrospring Filloux, 13
Hydrospring type recoil mechanism, 5, 7 hydropneumatic. S5,9
in-battery force, 17 hydrospring, 5, 7
independeent type, 6
Independent type recoil mechanism, 6 Puteaux, 10
Index. See Indicator, oil reserve St. Chamond, 13*
Indicator, oil reserve, 11, 13, 24, 67 Schneider, 11
Internal buffer, 23 piston design 19
80(
"-, Recoil (Continued) St. Chamond recoil mechanism, 13
piston rod design, 20 Schneider recoil mechanism, I I
systems Selection of system, 16
double, 5, 13, 46 Shear stress, maximum, 22
primary, 47 Sleeve brake, 60, 63
secondary, 47 Small arms recoil system, 60
throttling valve, 13, 25, 35 Spring
velocity, 1, 16 Belleville, 21
Recuperator, 3, 23 design, 44
Referen'oces 79 recuperator type, 23
Regulator, 10, 25 ring, 60
Regulator valve, 27 Symbols, list, vii
Rqelenisher, 67
Resprator, 24 Throttling bar, 6
Retarding force, total, 33 Throttling valve, 13, 25, 35
Ring spring. 60
Rod Valve, regulator, 27
contrl, 6, 10, 34, 73 Valve, throttling, 13, 25, 35
pull. 31 Velocity, counterrecoil, IS
throttlin& 6 Velocity, recoil, 1, 16

i81
S(. qr) ll( ,\ i~ l I'F1 1 , ! F I l 7 t). ', -,, .' ';S'\
 ENGIEEMRNG DESIGN HANDBOO SERIES
I~~The Engineering Design Handbook Series io intended to provide a compilation of principle. and fundamental data to
qoernet eoperienoe in assisting engineers in the evolution of new designs which will moot tact@ica and te Chcal
needs while als0 embodying satisfactory prodacibility and maintainability.
Listed below &re the Baadbookewhich have beeu published or submitted forpublitatloa. Handbook@ with publication
dates prior to I August 1962 were published as 20-series Ordnance Corps pamphlets. AMC Circular 310-36. 19 July
1943. redesignated those puablications as 706-series AMC pamphlets (i.e..* ORDP 20-13S was redesignated AMCP 706-
136). All new. reprinted. or revised handhooks are being published as 706-series AMC pamphlets.

General end Misellaneou Sobjecte Ballistic Missile Series

*vebev Title Numxber Title
Tfr- Elements of A u;~n Esilaering. Past O~o. W111[D) weapon System Effectiveness (U)
Seurcee Of Energy 352 Propulsios sand Propellants
*107 Element at Armammen Engineering. Part Two. 144(C) Trajectories (U)
Bellistics 286 Structures
I" Elemens of Asrnament Eaineerifg. Peat Three.
Veepes Systaemsaed Components Ballistics Sorias
110 Muerimental Statistics. Secttlos 1. Bealtc Corn- 140 TraJectories. Differential Effects, sandData
tep" sad Analysis of Meeasuement Data for Projectiles
III Experimnental Statistics, Secttios . Analysis of 164(5) Elements of Terminal flallistics. Past Om.
~Sanrative van Classificatory Data Introductioa. Ill Mechanisms. and
Ila Rmerks"nA" ftatistics. secttios 3, Planning Wa Vulnerability (U)
Asslysis of Cesupesetive, flperimouent 161(5) Elements of Tevrminal 5ellistics, Part 7rw.
113 lieprtmsntal Statistics. Section 4. Special Collection and Analysis of Data Concern.
Topic lag Targets (U)
114 RDeprtmntsal Steftstces. Sectioen S. Tables 162(8-ED) Eleon-Ats of Terminal Ballistics. Part Three.
134 ManteanAe Engineering Geld. for Ordnance Application to Missile and Space Tasgets(U)
Design
339 byontioss. Patents, aOWRelated Manoers Cbzr!Iage and Mounts Series
136 Isrvtecbntsch me. Section 1. Theory 341 Cradles
13? SrvsMec~baatismo. Secttls 2. Measuremeat 341 Rsetail Systems
end ligal Convertors 343 Top Carriages
13& Sernmcbsutems. Secttlon 3. Amplificatios 344 Bottomn Carriges*
F I"13

170(C)
Servemuchodsme, Set5 4. Paowr Elements
t Spstem Design
Armor an Is Application to Vehicles (U)
345
346
347
tquilibratore
Elevating Mechanism@
Traversing Mechanisms
270 Propefllan Actuated Devices
M9(C) Warheads--Genral (13) Materials Handbooks
331 Compensating Elemnents (Fire Control Series) 301 Aluminum and Aluminum Alloys
399 The Automotive Assembly (Automotive Series) 302 Copper and Copper Alloys
303 Magnesium and Magnesium Alloys
Amoinl~a &nd DEmloelves tortes 309 Titanium and Titanium Alloys
179 Som1 Propeliants, Past Gee 306 Adhesives
17%4C) noli Propsllane. Past Two (U) 307 Gasket Materials (Noametallic)
17? Provertdes of Deaploelves of Military Wntrest, 30S lawe
secttle. 1 309 Plastlcs
170(C) Pr"Ofeties *I Ulpweive. of Military loterest. 310 Rubber sad Rubber-LiAk Materials
211(C) It (U) 331 Corrosion and Corrosion Protection ad Metals
FlI(C
use., Proiadmiy, EleetricaL. Part Gee (U) 3asface-to.Air Missile Series
312(g) Fuses, Proximity. Electrical. Past Two (U) 291 Part Oae. Syste Integration
21 34) Fuses, Proximitay. Electrical. Part Three (U) 292 Part Two, Weapon Control
214 (8) Fuses, Proximity. Electrical. Past lous (U) 293 Part Three, Computers
ZIN(C) Fuises. Proxmity. Electrical. PWat rive (U) 294(5) Part Four, Missile Armrament IV)
244 lectls 1. Artillery Ammntios--Genoral. 299(5) Past Frivs, Countermeasures (U)
wM Table of Contents. Glossary and 296 Part Siz, Structures and Power Sources
bede for series 297(3) Part Seven. Sample Problem (U)
345(C) Sectties 2, Design for Terminal Effects (U)
244 Secttle 3. Design for Control ad Flight Char-
acterletics
347(C) Secttlon 4. Design for Projection (U)
240 Secttle S. Inspection Aspects of Artillery
Aronaiton Design
249(C) Secttle 6. Meanfacture of Metallic Compenste
of Artillery Aw~mitos (U)